CN105590003A - Interior noise analysis and prediction method of high speed train - Google Patents
Interior noise analysis and prediction method of high speed train Download PDFInfo
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Abstract
本发明公开了一种高速列车车内噪声分析预测方法。建立列车整备车体模型、白车身结构统计能量分析模型和内外部声腔统计能量分析模型并进行简化和子系统划分;获得车身结构和内部声腔模型的统计能量分析参数并分别加载到车身结构模型板件子系统和声腔模型子系统上;获得车体所受外部声激励源能量并将其施加到外部声腔统计能量分析模型上,经白车身结构模型中结构板件隔声性能的衰减后到达车内声腔,获得整备车体在车厢二系悬挂力作用下向车内辐射结构噪声能量,然后进行车内噪声分析预测。本发明克服了列车车内噪声预测困难及现有方法存在频域上限局限性、计算流程繁杂和激励考虑不完整等问题,提高了计算效率和预测精度,降低开发及试验成本。
The invention discloses a method for analyzing and predicting noise inside a high-speed train. Establish the train body model, the statistical energy analysis model of the body-in-white structure and the statistical energy analysis model of the internal and external acoustic cavity, and simplify and divide the subsystems; obtain the statistical energy analysis parameters of the body structure and internal acoustic cavity model and load them into the body structure model plate Subsystem and acoustic cavity model subsystem; obtain the energy of the external acoustic excitation source of the vehicle body and apply it to the statistical energy analysis model of the external acoustic cavity, and reach the interior of the vehicle after the attenuation of the sound insulation performance of the structural panels in the body-in-white structural model The acoustic cavity is used to obtain the structural noise energy radiated from the whole car body to the car under the action of the secondary suspension force of the car, and then analyze and predict the car interior noise. The invention overcomes the difficulties in predicting the noise inside the train, the limitations of the upper limit of the frequency domain, the complicated calculation process and incomplete incentive considerations in the existing methods, improves the calculation efficiency and prediction accuracy, and reduces the development and test costs.
Description
技术领域technical field
本发明涉及了一种噪声预测方法,尤其是涉及了轨道交通振动与噪声领域的一种高速列车车内噪声分析预测方法,本发明可称为统计声学能量流(SAEF—StatisticalAcousticEnergyFlow)方法,基于统计能量分析技术提出,在高速列车开发设计阶段对列车车内噪声进行分析预测。The present invention relates to a noise prediction method, in particular to a high-speed train interior noise analysis and prediction method in the field of rail transit vibration and noise. The energy analysis technology proposes to analyze and predict the noise inside the train during the development and design stage of high-speed trains.
背景技术Background technique
目前我国的高速列车线路覆盖面积正在逐步扩大,在给人们出行提供便利的同时也带来了噪声问题。高速列车与普通列车的本质区别在于列车运行过程中的动态环境发生了质变,即起主导作用的机械特性改变为气动特性。随着车速增加和乘坐舒适性要求的提高,声学设计已经是高速列车设计阶段必不可少的元素。若沿用传统的降噪方法,即等到实车搭载试验运行后再评价噪声问题再采取各种应对措施,这对于耗资巨大的高速列车而言,后期优化和生产成本会进一步加大。如果在列车设计阶段能够准确预测车内噪声水平,将会为促进高速列车设计和制造的短周期化、低成本化和低噪声化提供参考。At present, the coverage area of high-speed train lines in my country is gradually expanding, which brings convenience to people's travel and also brings noise problems. The essential difference between high-speed trains and ordinary trains lies in the qualitative change of the dynamic environment during train operation, that is, the dominant mechanical characteristics are changed to aerodynamic characteristics. Acoustic design has become an essential element in the design stage of high-speed trains with the increase of vehicle speed and the improvement of ride comfort requirements. If the traditional noise reduction method is used, that is, to evaluate the noise problem after the actual vehicle test operation and then take various countermeasures, this will further increase the post-optimization and production costs for high-speed trains that cost a lot of money. If the noise level in the train can be accurately predicted in the train design stage, it will provide a reference for promoting the short cycle, low cost and low noise of high-speed train design and manufacture.
对于高速列车车内噪声预测这类大型声学问题,目前由于分析频段的限制而采用结构—声耦合法(FEA-BEA—FiniteElementAnalysis-BoundaryElementAnalysis)、混合有限元分析—统计能量分析法(FEA-SEA)、统计能量分析法(SEA—StatisticalEnergyAnalysis)三种方法,来分别计算车内低频、中频和高频噪声。结合上述三种方法可以较准确地进行列车车内各频段声学预测,但是由于各个方法存在着不足,同时各个方法所需的模型不同,研究效率不高。采用FEA-BEA研究车内低频噪声时,由于整备车体的自由度很大,声学模型的自由度随频率上升而急剧增大,随着分析频域上限提高,求解过程所需的资源和时间迅速增加。采用FEA-SEA和SEA研究车内中高频噪声时,通常将车身结构铝型材等效为平板或曲面子系统时会引起板件隔声量的改变,此外内饰件等效为声学包装或吸声系数时忽略了内饰件与白车身之间的约束,这些都会引起车内噪声预测的误差。另一方面,目前高速列车车内噪声预测研究还没有完整考虑车外激励,研究结果大多是某单个声源的激励结果。在这种研究背景下,针对高速列车这种大型的声学研究对象缺少了一种准确合理的声学预测方法,确保车外激励的准确度,在保证预测精度的基础上,减少建模工作量并拓宽分析频段,即用尽可能少的分析模型预测车内全频段的声学响应,为高速列车设计阶段车内噪声控制提供依据。For large-scale acoustic problems such as noise prediction in high-speed trains, structural-acoustic coupling (FEA-BEA—FiniteElementAnalysis-BoundaryElementAnalysis) and hybrid finite element analysis—statistical energy analysis (FEA-SEA) are currently used due to the limitation of the analysis frequency band. , Statistical Energy Analysis (SEA—StatisticalEnergyAnalysis) three methods to calculate the low-frequency, medium-frequency and high-frequency noise in the car respectively. Combining the above three methods can accurately predict the acoustics of each frequency band in the train car. However, due to the shortcomings of each method and the different models required by each method, the research efficiency is not high. When using FEA-BEA to study the low-frequency noise in the car, due to the large degree of freedom of the vehicle body, the degree of freedom of the acoustic model increases sharply with the increase of the frequency. As the upper limit of the analysis frequency domain increases, the resources and time required for the solution process Rapid increase. When FEA-SEA and SEA are used to study the medium and high frequency noise in the car, the aluminum profile of the body structure is usually equivalent to a flat or curved surface subsystem, which will cause a change in the sound insulation of the panel. In addition, the interior trim is equivalent to acoustic packaging or sound absorption. The coefficients ignore the constraints between interior parts and body-in-white, which will cause errors in the prediction of interior noise. On the other hand, the current research on interior noise prediction of high-speed trains has not fully considered the external excitation, and most of the research results are the excitation results of a single sound source. In this research background, there is a lack of an accurate and reasonable acoustic prediction method for large-scale acoustic research objects such as high-speed trains, which can ensure the accuracy of the excitation outside the vehicle, reduce the modeling workload and Broaden the analysis frequency band, that is, use as few analysis models as possible to predict the acoustic response of the full frequency band in the car, and provide a basis for the noise control in the high-speed train design stage.
发明内容Contents of the invention
本发明所要解决的技术问题是克服现有三种高速列车车内噪声预测方法中存在的分析频域上限局限性、计算周期长、计算量大、计算流程繁杂、计算精度不高等问题,提供了一种高速列车车内噪声分析预测方法,以拓宽车内噪声分析频段,提高计算效率和预测精度,为列车车内噪声控制提供依据,能够缩短高速列车声学设计周期,降低开发试验成本,使列车车内噪声满足设计及标准规定的要求。The technical problem to be solved by the present invention is to overcome the limitations of the upper limit of the analysis frequency domain, long calculation period, large calculation amount, complicated calculation process and low calculation accuracy in the existing three high-speed train interior noise prediction methods, and provide a A high-speed train interior noise analysis and prediction method, in order to broaden the interior noise analysis frequency band, improve calculation efficiency and prediction accuracy, provide a basis for train interior noise control, shorten the acoustic design cycle of high-speed trains, reduce development and test costs, and make trains The internal noise meets the design and standard requirements.
为了解决上述技术问题,本发明采用如下步骤的技术方案实现的,如图1所示:In order to solve the above-mentioned technical problems, the present invention adopts the technical scheme of following steps to realize, as shown in Figure 1:
1)建立高速列车的整备车体模型和白车身结构统计能量分析模型,整备车体模型由白车身有限元模型与列车内饰系统有限元模型和牵引传动系统有限元模型相互耦合获得;1) Establish the body model of the high-speed train and the statistical energy analysis model of the body-in-white structure. The body-in-white model is obtained by coupling the finite element model of the body-in-white with the finite element model of the train interior system and the finite element model of the traction drive system;
2)对白车身结构统计能量分析模型进行简化,获得白车身结构简化统计能量分析模型并划分子系统,将车内空间和车外空间分别建立内部声腔统计能量分析模型和外部声腔统计能量分析模型,并进行子系统划分;2) Simplify the statistical energy analysis model of the body-in-white structure, obtain the simplified statistical energy analysis model of the body-in-white structure and divide the subsystems, establish the statistical energy analysis model of the internal acoustic cavity and the statistical energy analysis model of the external acoustic cavity for the interior space and the external space of the vehicle, respectively, And divide into subsystems;
3)获得车身各板件结构的隔声性能参数,并将其直接加载到白车身结构简化统计能量分析模型中的车体板件上,获取内部声腔统计能量分析模型中各子系统的统计能量分析参数,并将其加载到内部声腔统计能量分析模型的各子系统中;3) Obtain the sound insulation performance parameters of each panel structure of the car body, and directly load them on the car body panel in the simplified statistical energy analysis model of the body-in-white structure, and obtain the statistical energy of each subsystem in the statistical energy analysis model of the internal acoustic cavity Analyze parameters and load them into each subsystem of the statistical energy analysis model of the internal acoustic cavity;
4)获得车体所受外部声激励源能量,并将其施加到外部声腔统计能量分析模型上,经白车身结构简化统计能量分析模型中车体结构板件隔声性能的衰减后到达车内声腔,获得整备车体在车厢二系悬挂力作用下向车内辐射结构噪声能量,然后进行车内噪声分析预测。4) Obtain the energy of the external acoustic excitation source on the car body, apply it to the statistical energy analysis model of the external acoustic cavity, and reach the interior of the car after the attenuation of the sound insulation performance of the car body structural panels in the simplified statistical energy analysis model of the body-in-white structure The acoustic cavity is used to obtain the structural noise energy radiated from the whole car body to the car under the action of the secondary suspension force of the car, and then analyze and predict the car interior noise.
本发明关注外部声激励源能量经车体组合板件隔声性能的衰减后到达车内声腔的过程,即声能从车外到车内的流动,上述方法可称为统计声学能量流方法(SAEF),采用本方法建立的模型可称为SAEF模型。其简化的白车身结构统计能量分析模型用于隔离车外声场与车内声场,不同于常规的板件结构统计能量分析模型,它不需要定义详细板件材料参数,因为板件的隔声性能被直接定义在白车身结构子系统与车内声腔子系统的连接面上。The present invention focuses on the process of the energy of the external acoustic excitation source reaching the acoustic cavity inside the vehicle after the attenuation of the sound insulation performance of the composite panel of the vehicle body, that is, the flow of sound energy from the outside of the vehicle to the inside of the vehicle. The above method can be called the statistical acoustic energy flow method ( SAEF), the model established by this method can be called SAEF model. Its simplified statistical energy analysis model of body-in-white structure is used to isolate the sound field outside the vehicle and the sound field inside the vehicle. Unlike the conventional statistical energy analysis model of panel structure, it does not need to define detailed panel material parameters, because the sound insulation performance It is directly defined on the connection surface between the body-in-white structural subsystem and the interior acoustic cavity subsystem.
所述的白车身结构统计能量分析模型采用以下方式进行简化并划分子系统:根据统计能量分析模型的基本假设及子系统简化原则,保留列车车厢的主要基础板件结构,并将车体板件铝型材结构简化为平板和曲面板结构,然后采用统计能量分析方法对列车车身进行划分,获得若干个结构区域,每个结构区域又再划分为若干个子系统,再把各结构子系统按照他们本身相互位置建立关联关系,得到白车身简化结构SEA框架模型,作为白车身结构简化统计能量分析模型。The statistical energy analysis model of the body-in-white structure is simplified and divided into subsystems in the following manner: according to the basic assumptions of the statistical energy analysis model and the principle of subsystem simplification, the main basic panel structure of the train car is retained, and the body panel The aluminum profile structure is simplified into a flat plate and a curved plate structure, and then the train body is divided by the statistical energy analysis method to obtain several structural areas, and each structural area is further divided into several subsystems, and then the structural subsystems are divided according to their own The relationship between the mutual positions is established, and the SEA frame model of the simplified structure of the body-in-white is obtained, which is used as a simplified statistical energy analysis model of the body-in-white structure.
所述的主要基础块板件包括车窗、车窗间壁、侧墙上部、侧墙下部、车顶中部、车顶两侧、通道门壁、设备舱和地板,结构区域的数量与主要基础块板件的数量相同。The main foundation block panels include windows, window partitions, upper side walls, lower side walls, roof middle, both sides of the roof, passage door walls, equipment compartments and floors, and the number of structural areas is the same as that of the main foundation blocks. The number of panels is the same.
所述的列车外部声腔根据白车身结构简化统计能量分析模型的子系统划分情况离散为各个外部小声腔(外部小声腔用来传递加载在该区域的外部激励能量到对应白车身简化统计能量分析模型的车体板件上),每个外部小声腔和白车身结构简化统计能量模型的子系统外表面相对应并相互耦合,耦合面的尺寸相同,并且相邻的小声腔之间相互耦合,使外部声腔覆盖除端部以外的整个车身表面,列车外部声腔厚度为0.4~0.6m。The train external acoustic cavity is discretized into various external small acoustic cavities according to the subsystem division of the simplified statistical energy analysis model of the body-in-white structure (the external small acoustic cavity is used to transmit the external excitation energy loaded in this area to the corresponding simplified statistical energy analysis model of the body-in-white body panels), each external small acoustic cavity corresponds to and couples with the outer surface of the subsystem of the simplified statistical energy model of the body-in-white structure, the coupling surfaces have the same size, and the adjacent small acoustic cavities are coupled to each other, so that The external acoustic cavity covers the entire body surface except the end, and the thickness of the external acoustic cavity of the train is 0.4-0.6m.
所述的列车内部声腔根据白车身结构简化统计能量分析模型的子系统划分情况将车厢内部空间离散为各个内部小声腔(内部小声腔用来传递对应白车身统计能量分析模型的车体板件上的能量到车内其他声腔中去),各个内部小声腔与白车身结构简化统计能量分析模型的子系统内表面对应并相互耦合,耦合面的尺寸相同,除了设备舱以外的列车内部声腔在列车高度和宽度上分为三层,各尺寸分别为0.8~1m和0.9~1.1m。According to the division of subsystems of the simplified statistical energy analysis model of the body-in-white structure, the internal acoustic cavity of the train discretizes the interior space of the carriage into various internal small acoustic cavities (the internal small acoustic cavities are used to transmit the body panels corresponding to the statistical energy analysis model of the white body). to other acoustic cavities in the car), each internal small acoustic cavity corresponds to and couples with the inner surface of the subsystem of the simplified statistical energy analysis model of the body-in-white structure, and the dimensions of the coupling surfaces are the same. It is divided into three layers in height and width, and the dimensions are 0.8-1m and 0.9-1.1m respectively.
所述的车体所受外部的外部声激励源能量包括车轮的噪声激励、轨道的噪声激励、空气动力噪声激励和设备舱内混响噪声激励。The external acoustic excitation source energy received by the car body includes wheel noise excitation, rail noise excitation, aerodynamic noise excitation and reverberation noise excitation in the equipment cabin.
所述的车体所受外部的外部声激励源能量具体采用以下方式计算获得:The energy of the external external acoustic excitation source on the vehicle body is specifically calculated in the following manner:
1)计算获得列车车轮轨道相互作用力和车厢二系悬挂力:1) Calculate and obtain the train wheel-rail interaction force and the secondary suspension force of the carriage:
1.1)采用车辆—轨道耦合刚性多体动力学方法,建立车体的多体动力学模型;1.1) Using the vehicle-track coupled rigid multi-body dynamics method, the multi-body dynamics model of the vehicle body is established;
1.2)在轨道不平顺性的激励下,通过刚体动力学仿真计算,可得到列车以匀速直线行驶下分析频段内列车重力方向上的轮轨相互力以及经过转向架悬挂系统衰减后的作用于车厢上的二系悬挂力;分析频段为50-4000Hz范围。1.2) Under the excitation of track irregularities, through the simulation calculation of rigid body dynamics, the wheel-rail mutual force in the direction of gravity of the train in the analysis frequency band and the force acting on the carriage after the attenuation of the bogie suspension system can be obtained when the train travels in a straight line at a constant speed. The second-series suspension force on the above; the analysis frequency band is in the range of 50-4000Hz.
2)计算获得车轮的噪声激励:2) Calculate and obtain the noise excitation of the wheel:
2.1)建立列车车轮有限元模型并组成4个车轮对;2.1) Establish a train wheel finite element model and form 4 wheel pairs;
2.2)采用Lanczos法计算单个车轮的约束模态特性,对轨道模型施加上述步骤1.2)得到重力方向上的轮轨相互力作为垂向轮轨力,然后采用模态叠加法或直接解法计算车轮在垂向轮轨力激励下的振动响应;2.2) The Lanczos method is used to calculate the constrained modal characteristics of a single wheel, and the above steps 1.2) are applied to the track model to obtain the wheel-rail mutual force in the direction of gravity as the vertical wheel-rail force, and then the modal superposition method or direct solution method is used to calculate the wheel at Vibration response under vertical wheel-rail force excitation;
2.3)建立车轮声辐射边界元模型,由于分析频段上限为4000Hz,车轮声辐射边界元模型最大单元边长约为14mm,采用多极边界元法(FMBEM)计算车轮结构辐射噪声;2.3) Establish the wheel acoustic radiation boundary element model. Since the upper limit of the analysis frequency band is 4000 Hz, the maximum unit side length of the wheel acoustic radiation boundary element model is about 14mm, and the multi-pole boundary element method (FMBEM) is used to calculate the wheel structure radiation noise;
2.4)建立车体表面的场点模型,提取出车轮噪声在车体表面形成的声激励;2.4) Establish the field point model of the car body surface, and extract the acoustic excitation formed by the wheel noise on the car body surface;
3)计算获得轨道的噪声激励:3) Calculate and obtain the noise excitation of the orbit:
3.1)建立完整的轨道有限元模型;3.1) Establish a complete track finite element model;
3.2)对轨道模型施加上述步骤1.2)得到重力方向上的轮轨相互力作为垂向轮轨力,采用直接解法计算轨道在垂向轮轨力激励下的振动响应;3.2) Apply the above steps 1.2) to the track model to obtain the wheel-rail mutual force in the direction of gravity as the vertical wheel-rail force, and use the direct solution method to calculate the vibration response of the track under the excitation of the vertical wheel-rail force;
3.3)提取出轨道振动响应,建立轨道声辐射边界元模型,采用多极边界元法(FMBEM)计算轨道结构辐射噪声;3.3) Extract the track vibration response, establish the track acoustic radiation boundary element model, and use the multipole boundary element method (FMBEM) to calculate the track structure radiation noise;
3.4)建立车体表面的场点模型,提取出轨道噪声在车体表面形成的声激励;3.4) Establish the field point model of the car body surface, and extract the acoustic excitation formed by the track noise on the car body surface;
4)计算获得空气动力噪声激励:4) Calculate and obtain the aerodynamic noise excitation:
4.1)采用计算流体力学即CFD方法建立高速列车的模拟风动试验CFD模型;4.1) Using computational fluid dynamics, namely the CFD method, to establish a CFD model for the simulated aerodynamic test of the high-speed train;
4.2)采用标准κ-ε湍流模型进行定常流场计算,随后采用大涡模拟(LES)求解瞬时流场得到所述整备车体模型的中间节列车车体表面的脉动压力;4.2) The standard κ-ε turbulence model is used to calculate the steady flow field, and then the large eddy simulation (LES) is used to solve the instantaneous flow field to obtain the pulsating pressure on the surface of the middle section of the vehicle body model;
4.3)将脉动压力转化为偶极子声源后,采用间接边界元分析(IBEA)得到列车以匀速行驶时车体表面的空气动力噪声;4.3) After converting the pulsating pressure into a dipole sound source, the aerodynamic noise on the surface of the car body when the train is running at a constant speed is obtained by using indirect boundary element analysis (IBEA);
4.4)建立车体表面的场点模型,提取出空气动力噪声在车体表面形成的声激励;4.4) Establish the field point model of the car body surface, and extract the acoustic excitation formed by the aerodynamic noise on the car body surface;
5)试验测量计算获得设备舱的噪声激励:5) Experimental measurement and calculation to obtain the noise excitation of the equipment cabin:
5.1)在高速列车设备舱冷却电机附近布置声压传感器,测量得到设备舱噪声;5.1) Arrange a sound pressure sensor near the cooling motor in the equipment cabin of the high-speed train to measure the noise of the equipment cabin;
5.2)列车按照匀速运行,列车设备舱内的声学环境近似于混响室,将测得的设备舱噪声作为混响激励作用在内部声腔统计能量分析模型的子系统上,按声压级公式计算设备舱内混响噪声激励:5.2) The train runs at a constant speed, and the acoustic environment in the train equipment cabin is similar to a reverberation room. The measured equipment cabin noise is used as a reverberation excitation to act on the subsystem of the statistical energy analysis model of the internal acoustic cavity, and is calculated according to the sound pressure level formula Reverberation noise excitation in the equipment cabin:
式中,Lp为设备舱内噪声激励声压级,单位为dB;p为设备舱测点处测得的声压,单位为Pa;p0为基准声压,在空气中p0=20μPa;In the formula, Lp is the noise excitation sound pressure level in the equipment cabin, in dB; p is the sound pressure measured at the measuring point in the equipment cabin, in Pa; p 0 is the reference sound pressure, p 0 =20μPa in the air;
6)将上述四个激励耦合在一起形成车体所受到的最终的外部声激励源能量。6) The above four excitations are coupled together to form the final external acoustic excitation source energy received by the vehicle body.
所述的子系统统计能量分析参数包括车内声腔内损耗因子、内饰系统的吸声系数、车体主要基础块板件的隔声量和列车结构在机械激励作用下的辐射噪声。The statistical energy analysis parameters of the subsystems include the loss factor in the acoustic cavity in the vehicle, the sound absorption coefficient of the interior system, the sound insulation of the main basic blocks of the vehicle body, and the radiated noise of the train structure under mechanical excitation.
所述三个模型的子系统统计能量分析参数采用以下方式计算获得:The subsystem statistical energy analysis parameters of the three models are calculated in the following manner:
1)获得车内声腔内损耗因子:1) Obtain the loss factor in the acoustic cavity in the car:
1.1)确定车内声腔的混响时间:采用随机信号猝发混响衰减方法来测量车内声腔混响时间,将待测声腔分为三段逐个测量,通过传声器采集测点的声学衰减过程;1.1) Determine the reverberation time of the acoustic cavity in the vehicle: the reverberation time of the acoustic cavity in the vehicle is measured by the random signal burst reverberation attenuation method, the acoustic cavity to be tested is divided into three sections and measured one by one, and the acoustic attenuation process of the measuring point is collected through the microphone;
1.2)根据测得的混响时间,计算获得车内声腔损耗因子η:1.2) According to the measured reverberation time, calculate and obtain the loss factor η of the acoustic cavity in the vehicle:
式中,T60为测得的混响时间,表示声腔内声能量级衰减60dB所用的时间;f为频率;In the formula, T 60 is the measured reverberation time, indicating the time it takes for the sound energy level in the acoustic cavity to decay by 60dB; f is the frequency;
2)获得列车内饰系统的吸声系数:2) Obtain the sound absorption coefficient of the train interior system:
列车内饰系统的吸声性能主要体现在防寒/吸声层、座椅、地毯等孔式结构上,以吸声系数的形式进行处理计算,座椅、地毯以及车内各区域孔式结构的吸声系数通过查阅《噪声与振动控制工程手册》等文献资料得到;The sound absorption performance of the train interior system is mainly reflected in the cold-proof/sound-absorbing layer, seats, carpets and other porous structures, which are processed and calculated in the form of sound absorption coefficients. The sound absorption coefficient is obtained by consulting literature such as "Noise and Vibration Control Engineering Handbook";
3)获得列车车体结构各基础板件的隔声量:3) Obtain the sound insulation of each base plate of the train car body structure:
3.1)车体各板件的隔声测试在满足国家标准(GB/T19889.1-2005)的隔声实验室内进行;3.1) The sound insulation test of each panel of the car body is carried out in a sound insulation laboratory that meets the national standard (GB/T19889.1-2005);
3.2)各板件隔声量的测试参考国家标准(GB/T19889.3-2005)规定的方法,隔声量通过测量试件两侧的平均声压级进行计算得到:3.2) The test of the sound insulation of each panel refers to the method stipulated in the national standard (GB/T19889.3-2005). The sound insulation is calculated by measuring the average sound pressure level on both sides of the test piece:
式中,是发声室各声学测点的平均声压级;接收室各声学测点的平均声压级;S是试件的面积;A是接收室的吸声量,单位为m2,指吸声系数与室内表面积的乘积,其中:In the formula, is the average sound pressure level of each acoustic measuring point in the acoustic room; The average sound pressure level of each acoustic measuring point in the receiving room; S is the area of the test piece; A is the sound absorption of the receiving room, the unit is m 2 , which refers to the product of the sound absorption coefficient and the indoor surface area, where:
式中,V是接收室的容积;T是接收室的混响时间;In the formula, V is the volume of the receiving room; T is the reverberation time of the receiving room;
对于部分组合板和曲面板件无法通过试验测试隔声量,通过自动匹配层(AutomaticallyMatchedLayer-AML)技术预测其隔声性能;For some composite panels and curved panels, it is impossible to test the sound insulation through experiments, and the automatic matching layer (AutomaticallyMatchedLayer-AML) technology is used to predict its sound insulation performance;
4)获得列车结构在机械激励作用下的辐射噪声:4) Obtain the radiated noise of the train structure under mechanical excitation:
4.1)建立高速列车整备车体有限元模型,包括白车身、内饰系统和牵引传动系统;4.1) Establish the finite element model of the high-speed train maintenance car body, including body-in-white, interior system and traction drive system;
4.2)采用Lanczos方法计算得到整备车体有限元模型的各阶整体模态频率和振型,参考《200km/h以上速度级铁道车辆强度设计和试验鉴定暂行规定》中整备车体的第1阶垂向弯曲自振频率不得低于10Hz的规定以及整备车体的模态试验对比,确保整备车体有限元模型的精度;4.2) Use the Lanczos method to calculate the overall modal frequency and mode shape of each order of the finite element model of the prepared car body, refer to the first order of the prepared car body in the "Interim Regulations on the Strength Design and Test Appraisal of Railway Vehicles with Speeds Above 200km/h" The regulation that the vertical bending natural frequency shall not be lower than 10Hz and the comparison of the modal test of the whole car body ensure the accuracy of the finite element model of the whole car body;
4.3)在整备车体上作用转向架二系悬挂力,激发车体产生振动响应,提取车体内表面的垂向振动速度,基于BEA计算方法预测得到二系悬挂力激励下的车内结构响应噪声。4.3) The secondary suspension force of the bogie is applied to the prepared car body to excite the vibration response of the car body, and the vertical vibration velocity of the inner surface of the car body is extracted. Based on the BEA calculation method, the structural response noise of the vehicle interior under the excitation of the secondary suspension force is predicted .
所述的车内噪声分析预测具体采用以下方式:The analysis and prediction of the noise inside the car specifically adopts the following methods:
1)将计算得到的声腔内损耗因子、吸声系数、板件结构隔声量等子系统统计能量分析参数以及外部声激励源能量加入到白车身结构简化统计能量分析模型、外部声腔统计能量分析模型和内部声腔统计能量分析模型,构成车内声激励噪声SAEF分析预测模型;如车轮噪声激励、轨道噪声激励、车体表面的空气动力噪声激励、设备舱噪声激励加入到列车车体结构和内外部声腔SEA模型中,得到完整的车内声激励噪声SAEF分析预测模型。1) Add the calculated subsystem statistical energy analysis parameters such as loss factor in the acoustic cavity, sound absorption coefficient, and sound insulation of the panel structure, and the energy of the external acoustic excitation source to the simplified statistical energy analysis model of the body-in-white structure and the statistical energy analysis model of the external acoustic cavity and the statistical energy analysis model of the internal acoustic cavity to form a SAEF analysis and prediction model for acoustic excitation noise in the vehicle; such as wheel noise excitation, track noise excitation, aerodynamic noise excitation on the surface of the car body, and equipment cabin noise excitation are added to the train body structure and interior and exterior In the SEA model of the acoustic cavity, a complete SAEF analysis and prediction model of the interior acoustic excitation noise is obtained.
2)将二系悬挂力作用在整备车体模型上并添加车内噪声预测边界元模型,得到预测车内机械激励噪声的结构振动—声学耦合模型;2) Apply the secondary suspension force to the curb vehicle body model and add the interior noise prediction boundary element model to obtain a structural vibration-acoustic coupling model for predicting interior mechanically excited noise;
3)利用车内声激励噪声分析预测模型得到车内各声腔子系统的声学响应,参考国家标准GB/T12816-2006《铁道客车内部噪声限制及测量方法》,选取车内中心、距离地板1.2m左右的声腔子系统进行分析,获得声学激励下的车内噪声;3) The acoustic response of each acoustic cavity subsystem in the car is obtained by using the acoustic excitation noise analysis and prediction model inside the car. Referring to the national standard GB/T12816-2006 "Railway Passenger Car Interior Noise Limits and Measurement Methods", select the center of the car and 1.2m away from the floor Analyze the left and right acoustic cavity subsystems to obtain the interior noise under acoustic excitation;
4)利用预测车内机械激励噪声的结构振动——声学耦合模型得到车体结构机械激励下的声学响应,选取车内中心、距离地板1.2m左右的位置进行分析,获得机械激励下的车内噪声;4) Use the structural vibration-acoustic coupling model to predict the mechanical excitation noise in the vehicle to obtain the acoustic response of the vehicle body structure under mechanical excitation, select the center of the vehicle and a position about 1.2m away from the floor for analysis, and obtain the vehicle interior under mechanical excitation. noise;
5)通过声波叠加原理,将上述得到声学激励下的车内噪声和机械激励下的车内噪声结果采用以下方式进行叠加,得到完整激励作用下的车内总噪声,完成对高速列车车内噪声分析预测:5) Through the principle of sound wave superposition, the above-mentioned results of interior noise under acoustic excitation and interior noise under mechanical excitation are superimposed in the following way to obtain the total interior noise under complete excitation, and complete the analysis of high-speed train interior noise Analysis forecast:
其中L总为车内总噪声,单位为dB;L声为车内声学激励噪声,单位为dB;L机为车内机械激励噪声,单位为dB。Among them, L is the total noise in the car, in dB; L sound is the acoustic excitation noise in the car, in dB; L machine is the mechanical excitation noise in the car, in dB.
与现有技术相比本发明有益效果是:Compared with prior art, the beneficial effect of the present invention is:
1.本发明方法提出了一种基于统计能量分析的统计能量流方法,可在列车开发设计阶段、试验车研制之前对车内噪声进行分析预测,利用该方法可在列车声学设计阶段对不同车内噪声控制方案产生的效果进行分析对比,使车内噪声水平达到规定的设计和标准要求。克服了传统的降噪方法在发现噪声问题后才采取降噪措施带来的后期优化和生产耗资巨大,并降低开发周期。1. The method of the present invention proposes a statistical energy flow method based on statistical energy analysis, which can analyze and predict the noise in the car before the train development and design stage and the test car development, and use this method to analyze and predict the noise of different cars in the acoustic design stage of the train. Analyze and compare the effects of the interior noise control scheme to make the interior noise level meet the specified design and standard requirements. It overcomes the huge cost of post-optimization and production caused by the traditional noise reduction method after the noise problem is discovered, and reduces the development cycle.
2.本发明方法能够同时考虑车外各种激励作用,激励由车轮噪声、轨道噪声、空气动力噪声、设备舱噪声和二系悬挂力组成,这是此前的预测方法还没完整考虑的和未能实现的,即计算边界条件能够考虑更完整。2. The method of the present invention can simultaneously consider various excitation effects outside the vehicle. The excitation is composed of wheel noise, track noise, aerodynamic noise, equipment cabin noise and secondary suspension force. What can be achieved, that is, the calculation of boundary conditions can be considered more complete.
3.本发明方法较传统FEA-SEA、SEA方法的优点是:建模型过程中,列车白车身铝型材结构需要简化为平板或曲面SEA子系统,FEA-SEA、SEA方法中结构SEA子系统需要通过相互之间的振声响应来传递能量,简化结构与实际铝型材夹层结构振声特性差异较大,该等效过程存在一定误差,而本发明所述方法中列车白车身结构SEA子系统仅用于隔离车外声场和车内声场,因此对于车内声学响应的精度没有任何影响,因此消除了结构简化带来的误差。3. The advantage of the method of the present invention compared with the traditional FEA-SEA, SEA method is: in the process of building a model, the train body-in-white aluminum profile structure needs to be simplified into a flat or curved surface SEA subsystem, and the structural SEA subsystem in the FEA-SEA, SEA method needs Energy is transferred through the vibro-acoustic response between the simplified structure and the actual aluminum profile sandwich structure. There is a certain error in the equivalent process, and the SEA subsystem of the train body-in-white structure in the method of the present invention is only It is used to isolate the sound field outside the car and the sound field inside the car, so it has no impact on the accuracy of the acoustic response inside the car, thus eliminating the error caused by the simplification of the structure.
4.本发明方法较传统FEA-SEA、SEA方法所需设置的SEA参数更少,减少参数求解工作量也简化了求解过程。本发明所述方法中的结构SEA子系统的振声特性直接通过板件结构隔声量定义来代替,因此不用求解出用于定义结构子系统振声特性的模态密度、结构内损耗因子、结构耦合损耗因子、结构声腔耦合损耗因子,大大减少工作量。4. Compared with traditional FEA-SEA and SEA methods, the method of the present invention requires fewer SEA parameters to be set, reduces the workload of parameter solution and simplifies the solution process. The vibration-acoustic characteristics of the structural SEA subsystem in the method of the present invention are directly replaced by the definition of the sound insulation of the plate structure, so it is not necessary to solve the modal density, structural internal loss factor, and structural Coupling loss factor and structural acoustic cavity coupling loss factor greatly reduce the workload.
5.本发明方法不同于传统FEA-BEA、FEA-SEA、SEA方法只能应用于各自适用频段内,本发明所述方法只关注外部声激励源能量经车体组合板件隔声性能衰减后到达车内声腔的过程,即声能从车外到车内的流动,只需要一套分析模型便能预测车内全频段的声学响应,在保证预测精度的基础上大大减少建模工作量并拓宽了分析频段。5. The method of the present invention is different from the traditional FEA-BEA, FEA-SEA, and SEA methods, which can only be applied in their respective applicable frequency bands. The method of the present invention only pays attention to the energy of the external acoustic excitation source after the sound insulation performance of the car body composite panel is attenuated The process of reaching the acoustic cavity in the car, that is, the flow of sound energy from the outside of the car to the inside of the car, requires only one set of analysis models to predict the acoustic response of the full frequency band in the car, greatly reducing the modeling workload and ensuring the prediction accuracy. Broadened the analysis frequency band.
附图说明Description of drawings
下面结合高速列车特征建立车身结构SEA模型、建立车内声腔和车外声腔的SEA模型、确定车身结构和车内声腔子系统SEA参数、确定车身所受外部的激励能量,并进行高速列车车内噪声预测,并结合相关附图对本发明作进一步的说明:In the following, the SEA model of the body structure is established in combination with the characteristics of the high-speed train, the SEA model of the interior acoustic cavity and the exterior acoustic cavity is established, the SEA parameters of the body structure and the interior acoustic cavity subsystem are determined, the external excitation energy on the body is determined, and the interior of the high-speed train is determined. Noise prediction, and the present invention is further described in conjunction with relevant accompanying drawings:
图1为本发明实施例的分析流程框图。Fig. 1 is a block diagram of an analysis process of an embodiment of the present invention.
图2为采用本发明方法把列车白车身分成结构区域,每个区域包括了多个SEA平板和曲面板结构子系统,再分为若干个结构子系统,把各结构子系统按照对应关系连接起来得到高速列车车身结构简化SEA模型图之一。Fig. 2 adopts the method of the present invention to divide the body-in-white of the train into structural areas, each area includes a plurality of SEA plate and curved plate structural subsystems, and then divides into several structural subsystems, and connects the structural subsystems according to the corresponding relationship One of the simplified SEA model diagrams of the high-speed train body structure is obtained.
图3为采用本发明方法把列车白车身分成结构区域,每个区域包括了多个SEA平板和曲面板结构子系统,再分为若干个结构子系统,把各结构子系统按照对应关系连接起来得到高速列车车身结构简化SEA模型图之二。Fig. 3 adopts the method of the present invention to divide the body-in-white of the train into structural areas, each area includes a plurality of SEA plate and curved plate structural subsystems, and then divides into several structural subsystems, and connects the structural subsystems according to the corresponding relationship The second part of the simplified SEA model diagram of the high-speed train body structure is obtained.
图4为采用本发明方法在上述列车车身结构SEA模型基础上把车外声腔划分为若干个声腔子系统从而建立了车外声腔的SEA模型;Fig. 4 adopts the method of the present invention to divide the external acoustic cavity into several acoustic cavity subsystems on the basis of the above-mentioned train body structure SEA model so as to set up the SEA model of the external acoustic cavity;
图5为采用本发明方法在图2中列车车身结构SEA模型基础上把车内声腔划分为若干个子系统从而建立了车内声腔的SEA模型;Fig. 5 adopts the method of the present invention to divide the interior acoustic chamber into several subsystems on the basis of the train body structure SEA model in Fig. 2 so as to set up the SEA model of the interior acoustic chamber;
图6为采用本发明实施例所得到的高速列车车外声腔尺寸图;Fig. 6 is the dimensional drawing of the external acoustic cavity of the high-speed train obtained by adopting the embodiment of the present invention;
图7为采用本发明实施例所得到的高速列车车内声腔尺寸图;Fig. 7 is the dimensional drawing of the sound cavity in the high-speed train car obtained by adopting the embodiment of the present invention;
图8为采用本发明实施例得到的车内声腔内损耗因子随频率的变化曲线;Fig. 8 is the change curve of the loss factor in the acoustic cavity in the vehicle with frequency obtained by adopting the embodiment of the present invention;
图9为采用本发明实施例得到的地毯吸声系数随频率的变化曲线;Fig. 9 is the variation curve of the sound absorption coefficient of the carpet with frequency obtained by adopting the embodiment of the present invention;
图10为采用本发明实施例得到的座椅吸声系数随频率的变化曲线;Fig. 10 is the variation curve of seat sound absorption coefficient with frequency obtained by adopting the embodiment of the present invention;
图11为采用本发明实施例得到的车窗隔声量随频率的变化曲线;Fig. 11 is the change curve of the sound insulation of the car window with frequency obtained by adopting the embodiment of the present invention;
图12为采用本发明实施例得到的列车车厢侧墙上、中、下部隔声量随频率的变化曲线;Fig. 12 is the variation curve of the sound insulation of the side wall, middle and lower part of the train car with frequency obtained by adopting the embodiment of the present invention;
图13为采用本发明实施例得到的列车车厢车顶中部和车顶两侧隔声量随频率的变化曲线;Fig. 13 is the change curve of sound insulation with frequency in the middle part of the roof of the train carriage and on both sides of the roof by adopting the embodiment of the present invention;
图14为采用本发明实施例得到的列车车厢玻璃间壁、走廊顶板和通风顶板隔声量随频率的变化曲线;Fig. 14 is the variation curve of the sound insulation of the train compartment glass partition, corridor roof and ventilation roof with frequency obtained by adopting the embodiment of the present invention;
图15为采用本发明实施例得到的列车前转向架轮对轮轨力随频率的变化曲线;Fig. 15 is the variation curve of the wheel-to-rail force of the train front bogie with frequency obtained by adopting the embodiment of the present invention;
图16为采用本发明实施例得到的列车前转向架二系悬挂力随频率的变化曲线;Fig. 16 is the change curve of the secondary suspension force of the train front bogie with frequency obtained by adopting the embodiment of the present invention;
图17为采用本发明实施例得到的车轮噪声经空气传播后在车体表面形成声激励的分析模型;Fig. 17 is the analysis model of the acoustic excitation formed on the surface of the car body after the wheel noise obtained by adopting the embodiment of the present invention propagates through the air;
图18为采用本发明实施例得到的车轮噪声经空气传播后在车体表面形成的频率为2000Hz的声压级分布云图;Fig. 18 is a nephogram of the sound pressure level distribution with a frequency of 2000 Hz formed on the surface of the car body after the wheel noise is transmitted through the air by the embodiment of the present invention;
图19为采用本发明实施例得到的车轮噪声在转向架中心和车体表面中心的声压级三分之一倍频程结果;Fig. 19 is the third octave result of the sound pressure level at the center of the bogie and the center of the car body surface of the wheel noise obtained by adopting the embodiment of the present invention;
图20为采用本发明实施例得到的轨道噪声经空气传播后在车体表面形成声激励的分析模型;Fig. 20 is an analysis model for the formation of acoustic excitation on the surface of the car body after the track noise obtained by adopting the embodiment of the present invention propagates through the air;
图21为采用本发明实施例得到的轨道噪声经空气传播后在车体表面形成的频率为2000Hz的声压级分布云图;Fig. 21 is a cloud map of the sound pressure level distribution with a frequency of 2000 Hz formed on the surface of the car body after the track noise is transmitted through the air by the embodiment of the present invention;
图22为采用本发明实施例得到的轨道噪声在转向架中心和车体表面中心的声压级三分之一倍频程结果;Fig. 22 is the third octave result of the sound pressure level at the bogie center and the car body surface center of the track noise obtained by the embodiment of the present invention;
图23为采用本发明实施例得到的计算列车空气动力噪声激励的风洞CFD模型;Fig. 23 is a wind tunnel CFD model for calculating train aerodynamic noise excitation obtained by adopting an embodiment of the present invention;
图24为采用本发明实施例得到的高速列车行驶速度为350km/h时车体表面脉动压力级在频率为2000Hz时的分布云图;Fig. 24 is a cloud map of the distribution of the pressure level on the surface of the car body at a frequency of 2000 Hz when the running speed of the high-speed train is 350 km/h obtained by the embodiment of the present invention;
图25为采用本发明实施例得到的高速列车行驶速度为350km/h时在转向架和车体侧面中心处形成的空气动力噪声的声压级三分之一倍频程结果;Fig. 25 is the third octave result of the sound pressure level of the aerodynamic noise formed at the center of the side of the bogie and the car body when the running speed of the high-speed train obtained by the embodiment of the present invention is 350 km/h;
图26为采用本发明实施例得到的高速列车行驶速度为350km/h时设备舱内冷却电机附近的设备噪声激励的声压级三分之一倍频程结果;Fig. 26 is the one-third octave band result of the sound pressure level excited by the equipment noise near the cooling motor in the equipment cabin when the running speed of the high-speed train obtained by the embodiment of the present invention is 350km/h;
图27为采用本发明实施例得到的整备车体在二系悬挂力作用下车内结构辐射噪声声压级三分之一倍频程结果;Fig. 27 is the one-third octave frequency result of the radiated noise sound pressure level of the vehicle interior structure under the action of the secondary suspension force obtained by adopting the embodiment of the present invention;
图28为采用本发明实施例得到的设置SEA参数和施加各噪声激励后所得到的高速列车车内噪声SAEF分析模型;Fig. 28 is the high-speed train interior noise SAEF analysis model obtained after setting SEA parameters and applying various noise excitations obtained by adopting the embodiment of the present invention;
图29为采用本发明实施例得到的高速列车行驶速度为350km/h时车内中心处噪声声压级三分之一倍频程结果以及与试验测试结果的对比曲线。Fig. 29 is a third-octave result of the noise sound pressure level at the center of the car when the high-speed train is running at a speed of 350km/h obtained by the embodiment of the present invention and a comparison curve with the experimental test results.
图中标记表示为:车窗1、车窗间壁2、侧墙上部3、侧墙下部4、车顶中部5、车顶两侧6、通道门壁7、设备舱8、地板9,车轮噪声预测场点模型10、车轮噪声预测转向架中心观测点11、车轮噪声预测侧面中心观测点12、车轮振动—声学耦合模型13,轨道噪声预测场点模型14、轨道噪声预测转向架中心观测点15、轨道噪声预测侧面中心观测点16、轨道振动—声学耦合模型17,风洞进风口18、待测列车19、头车20、尾车21、风洞22、风洞出风口23。The marks in the figure are: window 1, window partition wall 2, side wall upper part 3, side wall lower part 4, roof middle part 5, roof sides 6, passage door wall 7, equipment compartment 8, floor 9, wheel noise Prediction site model 10, wheel noise prediction bogie center observation point 11, wheel noise prediction side center observation point 12, wheel vibration-acoustic coupling model 13, track noise prediction site model 14, track noise prediction bogie center observation point 15 , track noise prediction side central observation point 16, track vibration-acoustic coupling model 17, wind tunnel air inlet 18, train to be tested 19, lead car 20, tail car 21, wind tunnel 22, wind tunnel air outlet 23.
具体实施方式detailed description
下面结合附图及具体实施例对本发明作进一步详细说明:Below in conjunction with accompanying drawing and specific embodiment the present invention is described in further detail:
如图1所示,本发明所述的高速列车车内噪声分析预测方法按照多个相关国家标准的规定,在统计能量分析(SEA)方法基础上提出统计声学能量流(SAEF)方法,可在列车设计阶段对列车车内噪声进行分析预测,为车内噪声控制提供参考。车内噪声分析预测方法包括白车身结构的SEA建模、列车内部声腔和外部声腔SEA建模、车身结构和车内外声腔子系统SEA参数确定、列车外部激励能量的确定和车内噪声分析预测五个步骤。As shown in Figure 1, the high-speed train interior noise analysis and prediction method described in the present invention proposes the Statistical Acoustic Energy Flow (SAEF) method on the basis of the Statistical Energy Analysis (SEA) method according to the provisions of multiple relevant national standards, which can be used in In the train design stage, the noise inside the train is analyzed and predicted to provide a reference for noise control inside the train. The analysis and prediction methods of vehicle interior noise include SEA modeling of body-in-white structure, SEA modeling of train internal acoustic cavity and external acoustic cavity, determination of SEA parameters of body structure and internal and external acoustic cavity subsystems, determination of train external excitation energy, and analysis and prediction of vehicle interior noise. steps.
I.建立白车身结构SEA模型I. Establishment of SEA model of body-in-white structure
参阅图2和图3,根据统计能量分析模型的基本假设及子系统简化原则,采用统计能量分析方法可把白车身划分为若干个结构区域,接着将结构区域划分为若干个结构子系统,把各结构子系统按照其相互关系连接起来得到高速列车白车身结构简化SEA模型(如图2和图3所示)。列车白车身结构实际是非常复杂的,其SEA模型划分的结构系统是在保留列车大块板件结构的基础上忽略局部复杂结构并将铝型材夹层结构简化为平板或曲面板结构后得到的,白车身被划分为若干个结构区域如下表1所示:Referring to Figure 2 and Figure 3, according to the basic assumptions of the statistical energy analysis model and the principle of subsystem simplification, the body-in-white can be divided into several structural regions by using the statistical energy analysis method, and then the structural region is divided into several structural subsystems. The structural subsystems are connected according to their mutual relations to obtain the simplified SEA model of the body-in-white structure of the high-speed train (as shown in Figure 2 and Figure 3). The body-in-white structure of the train is actually very complicated, and the structural system divided by the SEA model is obtained after ignoring the local complex structure and simplifying the aluminum profile sandwich structure into a flat or curved plate structure on the basis of retaining the large plate structure of the train. The body-in-white is divided into several structural areas as shown in Table 1 below:
表1Table 1
II.建立车内外部声腔SEA模型II. Establish the SEA model of the interior and exterior acoustic cavity of the vehicle
参阅图4至图7,在上述高速列车白车身结构SEA模型基础上,在车厢内部和外部建立声腔SEA模型,包括车身表面外部声腔和车内声腔(如图4和图5所示)。Referring to Figures 4 to 7, on the basis of the SEA model of the body-in-white structure of the high-speed train described above, the SEA model of the acoustic cavity is established inside and outside the carriage, including the external acoustic cavity on the body surface and the internal acoustic cavity (as shown in Figures 4 and 5).
车外部声腔应根据列车车身结构SEA模型结构子系统划分情况相应地离散为各个小声腔,每个小声腔应和对应的各车身结构子系统外表面相互耦合,同时相邻小声腔之间也相互耦合以保证声腔之间的能量传递,车身表面外部声腔应覆盖整个列车车厢(除车厢两端部)。外部声腔厚度,也就是声腔外表面距车身表面的距离,不会对计算造成影响,厚度范围可设定在0.4~0.6m之间。The external acoustic cavity of the car should be discretely divided into small acoustic cavities according to the division of the structural subsystems of the SEA model of the train body structure. Coupling to ensure the energy transfer between the acoustic cavities, the external acoustic cavity on the surface of the vehicle body should cover the entire train carriage (except the two ends of the carriage). The thickness of the external acoustic cavity, that is, the distance between the outer surface of the acoustic cavity and the surface of the vehicle body, will not affect the calculation, and the thickness range can be set between 0.4 and 0.6m.
车内部声腔同样根据车身SEA模型结构子系统的划分情况而相应地离散为小声腔,从侧面看车内声腔充满整个车厢内部且大致被分为9等份,靠近车体的声腔与车身结构子系统内表面相互耦合,同时内部相邻各声腔之间也相互耦合以保证内部能量流动。内部声腔厚度也就是靠近结构的声腔其表面到结构表面的距离大致为车厢宽度和高度的三分之一,大致为0.9~1.1m和0.8~1m之间。The interior acoustic cavity of the car is also discretely divided into small acoustic cavities according to the division of the structural subsystems of the SEA model of the car body. Viewed from the side, the sound cavity in the car interior fills the entire interior of the car and is roughly divided into 9 equal parts. The inner surfaces of the system are coupled to each other, and the adjacent acoustic cavities are also coupled to each other to ensure the internal energy flow. The thickness of the internal acoustic cavity is the distance from the surface of the acoustic cavity close to the structure to the surface of the structure, which is approximately one-third of the width and height of the compartment, approximately between 0.9-1.1m and 0.8-1m.
车内中心、距离地板1.2m左右的声腔设为分析预测声腔,这是根据国家标准GB/T12816-2006《铁道客车内部噪声限制及测量方法》对测点位置的规定。最后将车内外部声腔SEA模型和车身结构SEA模型连接起来,就得到高速列车车内噪声分析预测SAEF模型,车内外部声腔尺寸如图7所示。The sound cavity in the center of the car and about 1.2m away from the floor is set as the sound cavity for analysis and prediction, which is based on the provisions of the national standard GB/T12816-2006 "Railway Passenger Car Interior Noise Limits and Measurement Methods" for the position of the measuring point. Finally, the SEA model of the interior and exterior acoustic cavity of the car is connected with the SEA model of the body structure to obtain the SAEF model for the analysis and prediction of the interior noise of the high-speed train. The dimensions of the interior and exterior acoustic cavity are shown in Figure 7.
III.确定车身结构和车内外部声腔系统SEA参数III. Determine the SEA parameters of the body structure and the interior and exterior acoustic cavity system
1.确定列车车内声腔内损耗因子1. Determine the loss factor in the acoustic cavity of the train
1)确定车内声腔的混响时间1) Determine the reverberation time of the sound cavity in the car
所谓混响时间是指声腔内声能量级衰减60dB所用的时间。列车车内声腔的混响时间采用B&K数据采集系统采集系统测试完成,主要设备包括笔记本电脑、B&K数据采集前端、传声器、声源等。采用随机信号猝发混响衰减方法,测量得到车内声腔混响时间。The so-called reverberation time refers to the time it takes for the sound energy level in the acoustic cavity to decay by 60dB. The reverberation time of the sound cavity in the train car is tested by the B&K data acquisition system acquisition system. The main equipment includes a notebook computer, B&K data acquisition front-end, microphone, sound source, etc. The reverberation time of the acoustic cavity in the car is measured by using the random signal burst reverberation attenuation method.
由于列车车体呈长方形,采用声源激励整个声腔时容易引起响应分布不均匀,可能会出现个别声学测点不足60dB的现象,因此在试验过程中,将声腔分为3段逐个测量。对于每一个声腔区域进行混响时间测量时,由一个球形声源发出白噪声,待信号稳定后,关闭声源,有多个高度可调的传声器采集不同位置的声学衰减过程。Due to the rectangular shape of the train car body, when the sound source is used to excite the entire acoustic cavity, the distribution of the response is likely to be uneven, and individual acoustic measurement points may be less than 60dB. Therefore, during the test, the acoustic cavity is divided into 3 sections and measured one by one. When measuring the reverberation time for each acoustic cavity area, a spherical sound source emits white noise. After the signal is stable, the sound source is turned off, and multiple height-adjustable microphones collect the acoustic attenuation process at different positions.
2)根据测得的混响时间,计算获得车内声腔损耗因子:2) According to the measured reverberation time, calculate and obtain the loss factor of the acoustic cavity in the vehicle:
式中,T60为测得的混响时间,表示声腔内声能量级衰减60dB所用的时间;f为频率。列车车内声腔内损耗因子测试计算结果如图8所示。In the formula, T 60 is the measured reverberation time, indicating the time it takes for the sound energy level in the acoustic cavity to decay by 60dB; f is the frequency. The calculation results of the loss factor test in the acoustic cavity of the train car are shown in Fig. 8.
2.确定列车内饰系统的吸声系数2. Determine the sound absorption coefficient of the train interior system
列车内饰系统的吸声性能主要体现在防寒/吸声层、座椅等孔式结构上,计算过程以吸声系数的形式进行处理。座椅以及车内各区域孔式结构的吸声系数通过查阅《噪声与振动控制工程手册》等文献资料得到。内饰系统包括地毯、座椅的吸声系数如图9、图10所示。The sound absorption performance of the train interior system is mainly reflected in the cold-proof/sound-absorbing layer, seat and other porous structures, and the calculation process is processed in the form of sound absorption coefficient. The sound absorption coefficient of the seat and the porous structure of each area in the car is obtained by consulting the "Noise and Vibration Control Engineering Handbook" and other documents. The sound absorption coefficients of the interior system including carpets and seats are shown in Figures 9 and 10.
3.确定列车车体结构各基础板件的隔声量3. Determine the sound insulation of each foundation plate of the train body structure
基础板件作为列车车体结构的基本组成部分,它的隔声性能直接影响到车体阻隔车外噪声进入车内的能力,本发明涉及的基础板件包括车窗、玻璃间隔、地板、走廊顶板、侧墙复合板和客室顶板。由于本发明采用直接定义车体各板件隔声量来表征通常需要定义属性参数计算得到的振声响应特性,因此保证各板件隔声量准确度非常重要。隔声测试在满足国家标准《建筑和建筑构件隔声测量第1部分:侧向传声受抑制的实验室测试设施要求》(GB/T19889.1-2005)隔声实验室内进行,由一个发声室和一个接受室组成。在发声室的两个角落各放置声源是室内达到混响的效果,在发声室和接受室对称于试件的区域布置5个传声器采集声学信号。As the basic component of the train car body structure, the base plate has a direct impact on the ability of the car body to block the noise outside the car from entering the car. The base plate involved in the present invention includes windows, glass partitions, floors, and corridors. Roof panels, side wall composite panels and cabin roof panels. Since the present invention directly defines the sound insulation of each panel of the car body to characterize the vibration-acoustic response characteristics that usually need to be defined and calculated by attribute parameters, it is very important to ensure the accuracy of the sound insulation of each panel. The sound insulation test is carried out in a sound insulation laboratory that meets the national standard "Measurement of Sound Insulation of Buildings and Building Components Part 1: Laboratory Test Facility Requirements for Suppressed Lateral Sound Transmission" (GB/T19889.1-2005) by a It consists of a sounding room and a receiving room. Placing sound sources in the two corners of the sounding room is to achieve the effect of reverberation in the room, and five microphones are arranged in the area symmetrical to the specimen in the sounding room and the receiving room to collect acoustic signals.
基础板件隔声量的测试参考国家标准《建筑和建筑构件隔声测量第三部分:建筑构件空气声隔声的实验室测量》(GB/T19889.3-2005),隔声量可以通过测量试件两侧的平均声压级进行计算:The test of the sound insulation of the foundation plate refers to the national standard "Sound Insulation Measurement of Buildings and Building Components Part III: Laboratory Measurement of Airborne Sound Insulation of Building Components" (GB/T19889.3-2005), and the sound insulation can be measured by measuring the specimen The average sound pressure level on both sides is calculated as:
式中,是发声室5个声学测点的平均声压级,单位为dB;接收室5个声学测点的平均声压级,单位为dB;S是试件的面积;A是接收室的吸声量,单位为m2,指吸声系数与室内表面积的乘积,其中In the formula, is the average sound pressure level of the five acoustic measuring points in the sound chamber, in dB; The average sound pressure level of the five acoustic measuring points in the receiving room, in dB; S is the area of the specimen; A is the sound absorption of the receiving room, in m 2 , which refers to the product of the sound absorption coefficient and the indoor surface area, where
式中,V是接收室的容积;T是接收室的混响时间,其测量方法与前述车内混响时间测量相同。In the formula, V is the volume of the receiving room; T is the reverberation time of the receiving room, and its measurement method is the same as that of the reverberation time in the vehicle mentioned above.
对于部分组合板和曲面板件无法通过试验测试隔声量,可通过自动匹配层(AutomaticallyMatchedLayer-AML)技术预测其隔声性能。根据上述试验和仿真获得车窗、玻璃间隔、走廊顶板、侧墙复合板和客室顶板等各基本板件和组合板件的隔声量,如图11~14所示。For some composite panels and curved panels, the sound insulation cannot be tested through experiments, and the sound insulation performance can be predicted by Automatically Matched Layer (AML) technology. According to the above tests and simulations, the sound insulation of the basic panels and combined panels such as windows, glass partitions, corridor roofs, side wall composite panels, and passenger compartment roofs are obtained, as shown in Figures 11-14.
IV.确定高速列车车身所受的外部激励能量IV. Determining the external excitation energy on the high-speed train body
由于车外噪声激励试验测得值是车外各个声源耦合作用结果,很难将其各自分离出来,因此,采用仿真预测方法计算出各声源激励能量大小。Since the measured value of the external noise excitation test is the result of the coupling effect of various sound sources outside the vehicle, it is difficult to separate them. Therefore, the simulation prediction method is used to calculate the excitation energy of each sound source.
1.确定列车车轮轨道相互作用力和车厢二系悬挂力1. Determine the train wheel-rail interaction force and the secondary suspension force of the carriage
当列车匀速直线行驶时,轮轨力以垂向为主导,可以基于车辆-轨道耦合刚性多体动力学进行预测。根据分析的车厢的实际参数建立合适的车体刚性多体动力学模型。When the train runs straight at a constant speed, the wheel-rail force is vertically dominant, which can be predicted based on vehicle-rail coupled rigid multibody dynamics. According to the actual parameters of the analyzed car body, a suitable rigid multi-body dynamics model of the car body is established.
添加轨道不平顺性激励,通过刚体动力学仿真计算后,可提取出列车以一定速度匀速行驶下列车重力方向上的轮轨相互作用力及其经过转向架悬挂系统衰减后的作用于车厢上的二系悬挂力。Adding the track irregularity excitation, through the rigid body dynamics simulation calculation, the wheel-rail interaction force in the direction of the train's gravity and the force acting on the carriage after the train is attenuated by the bogie suspension system can be extracted when the train is running at a constant speed. Secondary suspension.
当列车行驶速度为350km/h时,计算得到列车前转向架轮对轮轨力随频率的变化曲线(如图15所示),以及列车前转向架二系悬挂力随频率的变化曲线(如图16所示),由于二系悬挂力在200Hz以上没有较大峰值,图中未给出200~4000Hz频段内结果。When the train speed is 350km/h, the wheel-to-rail force curve of the front bogie of the train with frequency (as shown in Figure 15), and the curve of the secondary suspension force of the front bogie of the train with frequency (such as As shown in Figure 16), since the secondary suspension force does not have a large peak above 200Hz, the results in the frequency range of 200-4000Hz are not shown in the figure.
2.确定车轮的噪声激励能量2. Determine the noise excitation energy of the wheel
列车匀速直线行驶时,车轮噪声主要指滚动噪声,不考虑冲击噪声和曲线啸叫噪声。车轮在轮轨力的作用下产生振动后引起周围空气介质的振动进而产生声波向外辐射从而形成车轮噪声激励。When the train runs straight at a constant speed, the wheel noise mainly refers to the rolling noise, without considering the impact noise and curve whistling noise. The vibration of the wheel under the action of the wheel-rail force will cause the vibration of the surrounding air medium, and then generate sound waves to radiate outward to form wheel noise excitation.
为进行车轮振声预测,首先需要建立8个车轮有限元模型组成4个车轮对。列车车轮基本上都是轴对称结构,沿着方位角的方向具有固定的截面特征,包括轴孔、轮毂、辐板、轮辋、轮缘和踏面,为提升实体模型和仿真模型的一致性,这些特征都要在建模时体现出来,此外车轮采用四面体单元进行离散,并定义好车轮材料属性。采用Lanczos法计算各个车轮的约束模态特性,然后采用模态叠加法或直接求解法计算车轮在垂向轮轨力激励下的振动响应。提取车轮外表面的法向振动速度作为边界条件,建立最大单元边长为14mm的车轮边界元模型,与车轮有限元模型组成车轮结构振动—声学耦合模型13。采用多极边界元算法计算得到车轮的辐射声功率级频谱结果。采用形如车体表面的场点模型10,提取车轮噪声在车体表面形成的声激励,车轮噪声经空气传播后在车体表面形成的频率为2000Hz的声压级分布云图(如图18所示),选取转向架中心11和车体侧面中心17两个观察点获得车轮噪声的声学特性(如图19所示),最后将场点模型按照车体结构SEA子系统对应划分区域,各区域车轮噪声声压级求得平均值作为该区域对应的车轮噪声激励值声压级结果。In order to predict wheel vibration and sound, it is first necessary to establish 8 wheel finite element models to form 4 wheel pairs. Train wheels are basically axisymmetric structures with fixed cross-sectional features along the direction of the azimuth angle, including shaft holes, hubs, webs, rims, rims and treads. In order to improve the consistency between the solid model and the simulation model, these The features must be reflected in the modeling. In addition, the wheels are discretized with tetrahedron elements, and the material properties of the wheels are defined. The restrained modal characteristics of each wheel are calculated by the Lanczos method, and then the vibration response of the wheel under the excitation of the vertical wheel-rail force is calculated by the mode superposition method or the direct solution method. The normal vibration velocity of the outer surface of the wheel is extracted as the boundary condition, and a wheel boundary element model with a maximum element side length of 14 mm is established, which forms a wheel structural vibration-acoustic coupling model with the wheel finite element model13. The radiated sound power level spectrum of the wheel is calculated by using the multi-pole boundary element algorithm. Using the field point model 10 shaped like the surface of the car body, the acoustic excitation formed by the wheel noise on the surface of the car body is extracted. After the wheel noise propagates through the air, the sound pressure level distribution cloud map with a frequency of 2000 Hz is formed on the surface of the car body (as shown in Figure 18 As shown), two observation points, bogie center 11 and car body side center 17, are selected to obtain the acoustic characteristics of wheel noise (as shown in Figure 19). Finally, the field point model is divided into regions according to the SEA subsystem of the car body structure. Each region Calculate the average value of the wheel noise sound pressure level as the sound pressure level result of the wheel noise excitation value corresponding to this area.
3.确定轨道的噪声激励能量3. Determining the Noise Excitation Energy of the Orbit
钢轨滚动噪声在轨道噪声中占有主导地位,列车匀速直线行驶时,只考虑钢轨在垂向轨道力激励下的噪声即可。依据实际轨道结构,建立完整的板式结构有限元模型,轨道模型包括钢轨、扣件、轨道板和混凝土底座,其中钢轨采用四面体单元离散,道床采用六面体单元离散,扣件简化为弹簧阻尼单元。Rail rolling noise plays a dominant role in track noise. When a train runs at a constant speed in a straight line, only the noise of the rail under the excitation of the vertical track force is considered. Based on the actual track structure, a complete finite element model of the slab structure is established. The track model includes rails, fasteners, track slabs and concrete bases. The rails are discrete using tetrahedral elements, the ballast bed is discrete using hexahedral elements, and the fasteners are simplified as spring damping elements.
轨道振声响应计算与车轮的振声响应计算类似,轨道有限元模型与轨道边界元模型组成轨道结构振动—声学耦合模型17,也是采用形如车体的场点模型14提取轨道声激励,轨道噪声经空气传播后在车体表面形成声激励的分析模型(如图20所示),轨道噪声经空气传播后在车体表面形成的频率为2000Hz的声压级分布云图(如图21所示),轨道噪声在转向架中心15和车体侧面中心16两个观察点的声学特性(如图22所示),最后将场点模型按照车体结构SEA子系统对应划分区域,各区域轨道噪声声压级求得平均值作为该区域对应的轨道噪声激励值声压级结果。The calculation of the vibro-acoustic response of the track is similar to the calculation of the vibro-acoustic response of the wheel. The track structure vibration-acoustic coupling model17 is composed of the track finite element model and the track boundary element model. The analysis model of acoustic excitation formed on the surface of the car body after the noise propagates through the air (as shown in Figure 20). ), the acoustic characteristics of the track noise at the two observation points of the bogie center 15 and the car body side center 16 (as shown in Figure 22), and finally the field point model is divided into regions according to the SEA subsystem of the car body structure, and the track noise in each region Calculate the average value of the sound pressure level as the sound pressure level result of the track noise excitation value corresponding to this area.
4.确定空气动力噪声激励能量4. Determination of aerodynamic noise excitation energy
采用计算流体力学(ComputationalFluidDynamics-CFD)方法,建立高速列车的风洞模型(如图23所示),风洞模型用于模拟空气流场与列车表面的相互作用,提取脉动压力和空气动力噪声。风洞模型包括进风口18、被试车19、头车20、尾车21、风洞轮廓22和出风口23。当风洞的宽度和高度达到5倍车宽和车高时,风洞轮廓对车体表面流场影响已经很小。此外,计算结果的频域上限fmax由时域上计算步长Δt决定,下表2为列车风洞模型及大涡模拟参数。Computational Fluid Dynamics (CFD) method is used to establish a wind tunnel model of the high-speed train (as shown in Figure 23). The wind tunnel model is used to simulate the interaction between the air flow field and the train surface, and extract the pulsating pressure and aerodynamic noise. The wind tunnel model includes an air inlet 18 , a vehicle under test 19 , a leading vehicle 20 , a trailing vehicle 21 , a wind tunnel profile 22 and an air outlet 23 . When the width and height of the wind tunnel reach 5 times the width and height of the vehicle, the profile of the wind tunnel has little influence on the flow field on the surface of the vehicle body. In addition, the frequency domain upper limit f max of the calculation results is determined by the calculation step size Δt in the time domain. Table 2 below shows the parameters of the train wind tunnel model and large eddy simulation.
表2列车风洞模型及大涡模拟参数Table 2 Train wind tunnel model and large eddy simulation parameters
由于大涡模拟LES对于初始流场具有一定的要求,首先采用标准κ-ε湍流模型进行定常流场计算,采用LES计算得到被试车体表面的脉动压力级分布云图(2000Hz下的结果如图24所示)。将脉动压力转化为偶极子声源后,结合间接边界元法(IBEA)可以得到列车以350km/h速度行驶时车体表面的空气动力噪声,并通过形如车体的场点模型提取。Since the large eddy simulation (LES) has certain requirements for the initial flow field, the standard κ-ε turbulence model is first used to calculate the steady flow field, and the cloud map of the fluctuating pressure level distribution on the surface of the tested vehicle is obtained by using the LES calculation (the results at 2000 Hz are shown in Figure 24 shown). After converting the pulsating pressure into a dipole sound source, combined with the indirect boundary element method (IBEA), the aerodynamic noise on the surface of the car body when the train is running at a speed of 350 km/h can be obtained, and extracted through a field point model shaped like a car body.
按照上述仿真方法,得到空气动力噪声在转向架中心和车体侧面中心两个观察点的声学特性(如图25所示),最后将场点模型按照车体结构SEA子系统对应划分区域,各区域空气动力噪声声压级求得平均值作为该区域对应的空气动力噪声激励值声压级结果。According to the above simulation method, the acoustic characteristics of the aerodynamic noise at the center of the bogie and the center of the side of the car body are obtained (as shown in Fig. The average value of the regional aerodynamic noise sound pressure level is calculated as the corresponding aerodynamic noise excitation value sound pressure level result of the region.
5.确定设备舱的噪声激励能量5. Determine the noise excitation energy in the equipment compartment
设备舱内的噪声源特性非常复杂,有风扇的旋转噪声、牵引变流器/变压器的电磁噪声、裙板栅栏的空气噪声、设备工作的机械噪声等,基于仿真手段提取各种噪声源难以实现,可通过在设备舱不同位置布置了声学传感器直接测量舱内的总噪声。由于列车按照一定的速度运行时,设备舱内的声学环境近似于混响声场,因此可将测点测得噪声作为混响激励作用在舱内声腔子系统上;按声压级公式计算得设备舱内混响噪声激励:The characteristics of the noise source in the equipment compartment are very complex, including the rotational noise of the fan, the electromagnetic noise of the traction converter/transformer, the air noise of the apron fence, and the mechanical noise of the equipment operation, etc. It is difficult to extract various noise sources based on simulation methods , the total noise in the cabin can be directly measured by arranging acoustic sensors at different positions in the equipment cabin. Since the acoustic environment in the equipment cabin is similar to the reverberation sound field when the train runs at a certain speed, the noise measured at the measuring point can be used as a reverberation excitation to act on the acoustic cavity subsystem in the cabin; the equipment calculated according to the sound pressure level formula Cabin reverberation noise stimulus:
式中,Lp为设备舱内噪声激励声压级,单位为dB;p为设备舱测点处测得的声压,单位为Pa;p0为基准声压,在空气中p0=20μPa。In the formula, Lp is the noise excitation sound pressure level in the equipment cabin, in dB; p is the sound pressure measured at the measuring point in the equipment cabin, in Pa; p 0 is the reference sound pressure, and p 0 =20μPa in the air.
按照上述测试计算方法得到设备舱的噪声激励(如图26所示)。According to the above-mentioned test and calculation method, the noise excitation of the equipment cabin is obtained (as shown in Figure 26).
6.确定列车结构在机械激励作用下的辐射噪声6. Determine the radiated noise of the train structure under mechanical excitation
预测机械激励作用下车内结构辐射噪声,首先需要建立整备车体的有限元模型,主要包括白车身、内饰系统和牵引传动系统3个子系统。采用Lanczos方法计算得到整备车体有限元模型的各阶整体模态频率和振型,参考《200km/h以上速度级铁道车辆强度设计和试验鉴定暂行规定》中整备车体的第1阶垂向弯曲自振频率不得低于10Hz的规定以及整备车体的模态试验对比,确保整备车体有限元模型的精度。在整备车体上作用转向架二系悬挂力,激发车体产生振动响应,提取车体内表面的垂向振动速度,基于边界元方法(BEA)预测得到二系悬挂力激励下的车内结构响应噪声(如图27所示)。To predict structural radiated noise in a vehicle under the action of mechanical excitation, it is first necessary to establish a finite element model of the vehicle body, which mainly includes three subsystems of the body in white, interior system and traction drive system. The Lanczos method is used to calculate the overall modal frequency and mode shape of each order of the finite element model of the curb car body, referring to the first-order vertical direction of the curb car body in the "Interim Regulations on the Strength Design and Test Appraisal of Railway Vehicles with Speeds Above 200km/h" The regulation that the bending natural frequency should not be lower than 10Hz and the comparison of the modal test of the whole car body ensure the accuracy of the finite element model of the whole car body. The secondary suspension force of the bogie acts on the prepared car body to excite the vibration response of the car body, extract the vertical vibration velocity of the inner surface of the car body, and predict the structural response of the car under the excitation of the secondary suspension force based on the boundary element method (BEA) noise (as shown in Figure 27).
V.车内噪声分析预测V. Analysis and prediction of interior noise
参阅图27与图28,将计算得到的声腔内损耗因子、吸声系数、板件结构隔声量等SEA模型参数,以及车体受到的外部输入激励,如车轮噪声激励、轨道噪声激励、车体表面的空气动力噪声激励、设备舱噪声激励加入到列车车体结构和内外部声腔SEA模型中,得到完整的车内声激励噪声SAEF分析预测模型(如图28所示)。利用车内声激励噪声SAEF分析预测模型可得到车内各声腔子系统的声学响应,参考国家标准GB/T12816-2006《铁道客车内部噪声限制及测量方法》,选取车内中心、距离地板1.2m左右的声腔子系统进行预测,得到车内声激励噪声。Referring to Figure 27 and Figure 28, the calculated SEA model parameters such as the loss factor in the acoustic cavity, the sound absorption coefficient, and the sound insulation of the panel structure, as well as the external input excitations received by the car body, such as wheel noise excitation, track noise excitation, car body The surface aerodynamic noise excitation and equipment cabin noise excitation are added to the SEA model of the train body structure and internal and external acoustic cavities to obtain a complete SAEF analysis and prediction model of interior acoustic excitation noise (as shown in Figure 28). The acoustic response of each acoustic cavity subsystem in the car can be obtained by using the SAEF analysis and prediction model of the acoustic excitation noise inside the car. Referring to the national standard GB/T12816-2006 "Railway Passenger Car Interior Noise Limits and Measurement Methods", select the center of the car and 1.2m from the floor The left and right acoustic cavity subsystems are predicted to obtain the acoustic excitation noise in the car.
将二系悬挂力作用在整备车体上并添加车内噪声预测边界元模型,得到车内机械激励噪声预测结构振动—声学耦合模型,利用该模型可得到车体机构机械激励声学响应,参考国家标准GB/T12816-2006《铁道客车内部噪声限制及测量方法》,选取车内中心、距离地板1.2m左右的车内位置进行预测,得到车内机械激励噪声。Apply the secondary suspension force to the curb vehicle body and add the interior noise prediction boundary element model to obtain the structural vibration-acoustic coupling model for interior mechanical excitation noise prediction. Using this model, the mechanical excitation acoustic response of the body mechanism can be obtained. Refer to the national According to the standard GB/T12816-2006 "Railway Passenger Car Interior Noise Limits and Measurement Methods", the center of the car and the position in the car about 1.2m away from the floor are selected for prediction, and the mechanical excitation noise in the car is obtained.
通过声波叠加原理,将采用SAEF方法得到的声学激励下的车内噪声和机械激励下的车内噪声结果进行叠加,得到完整激励作用下的车内总噪声,叠加原理如下:Through the sound wave superposition principle, the results of the vehicle interior noise under the acoustic excitation and the vehicle interior noise under the mechanical excitation obtained by the SAEF method are superimposed to obtain the total interior noise under the complete excitation. The superposition principle is as follows:
其中L总为车内总噪声,单位为dB;L声为车内声学激励噪声,单位为dB;L机为车内机械激励噪声,单位为dB。Among them, L is the total noise in the car, in dB; L sound is the acoustic excitation noise in the car, in dB; L machine is the mechanical excitation noise in the car, in dB.
通过上述公式可得到车内总噪声随频率变化曲线(如图29)所示,并可求得预测点A计权声压级总值为67.2dB(A)。为了验证车内噪声预测结果的有效性,根据国家标准GB/T12816-2006《铁道客车内部噪声限制及测量方法》,对试验车进行350km/h匀速直线车内噪声测试,得到车内对应中心位置的测试结果(如图29所示),其A计权声压级总值为65.0dB(A)。从图中可知,在分析频段内50~4000Hz频段内,车内中心声腔的仿真与试验声压级曲线趋势总体上保持一致,除了在个别频段内误差较大,仿真与试验的误差总体控制在3dB以内,满足工程要求。此外,在分析频段内,车内中心声腔的仿真与试验A计权声压级总值相差2.2dB(A),同样控制在合理的误差范围内,预测结果说明了本发明方法能解决其技术问题,提高了计算效率和预测精度,显示了本发明的SAEF方法预测多物理场激励耦合作用下的高速列车车内声学响应的可靠性和有效性等突出技术效果。Through the above formula, the curve of the total noise in the car with frequency can be obtained (as shown in Figure 29), and the total value of the weighted sound pressure level at the prediction point A can be obtained as 67.2dB(A). In order to verify the effectiveness of the prediction results of interior noise, according to the national standard GB/T12816-2006 "Railway Passenger Car Interior Noise Limits and Measurement Methods", the test car was tested for interior noise at a constant speed of 350km/h in a straight line, and the corresponding center position of the car was obtained The test results (as shown in Figure 29), the total value of the A-weighted sound pressure level is 65.0dB (A). It can be seen from the figure that in the analysis frequency range of 50-4000 Hz, the trend of the simulation and test sound pressure level curves of the central sound cavity in the car is generally consistent. Within 3dB, meet the engineering requirements. In addition, in the analysis frequency band, there is a difference of 2.2dB(A) between the simulation of the central acoustic cavity in the car and the total value of the A-weighted sound pressure level of the test, which is also controlled within a reasonable error range. The prediction result shows that the method of the present invention can solve its technical problems. problem, improving the calculation efficiency and prediction accuracy, and showing outstanding technical effects such as the reliability and effectiveness of the SAEF method of the present invention in predicting the acoustic response of high-speed trains under the excitation coupling of multi-physics fields.
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