CN109941297B - High-speed train anti-vibration noise reduction structure and noise reduction method - Google Patents
High-speed train anti-vibration noise reduction structure and noise reduction method Download PDFInfo
- Publication number
- CN109941297B CN109941297B CN201910305694.2A CN201910305694A CN109941297B CN 109941297 B CN109941297 B CN 109941297B CN 201910305694 A CN201910305694 A CN 201910305694A CN 109941297 B CN109941297 B CN 109941297B
- Authority
- CN
- China
- Prior art keywords
- speed
- noise reduction
- ejector
- electromagnet
- train
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Expired - Fee Related
Links
Images
Landscapes
- Vibration Prevention Devices (AREA)
Abstract
The invention discloses a high-speed train anti-vibration noise reduction method, which comprises the following steps: a: capture noise signal, B: signal processing and C: noise reduction processing and D: angle regulation, E: and detecting the airflow. According to the invention, the flow controller is used for controlling the flow of gas in the gas supply pipeline, and the ejector ejects gas at the leeward side of the cavity of the train, so that the shear layer above the cavity is influenced, the collision between the shear layer and the rear wall of the cavity is reduced, the pneumatic noise of the cavity is reduced, and the purpose of reducing the noise is achieved.
Description
Technical Field
The invention relates to the technical field of train vibration prevention and noise reduction, in particular to a high-speed train vibration prevention and noise reduction structure and a noise reduction method.
Background
The high-speed train, also called high-speed train, is a train capable of continuously running at a high speed, and the maximum running speed is generally up to 200 km/h. With the development of technology, the speed per hour of the high-speed train which is put into operation at present can reach 350 km/h. And when the Qingdao pure test 'south car test' of 1 month and 17 days in 2014, the speed of the high-speed train is as high as '605 km/h'.
When the high-speed train runs, the collision between the wheels and the rails and the wind noise of the train cannot be avoided, so that the integral vibration and noise of the train can be influenced, and the measures for preventing vibration and reducing noise of the high-speed train are indispensable. In the prior art, the common technical schemes for train vibration prevention and noise reduction include the following:
chinese patent application 200920305223.3 discloses a shock-proof noise-reducing rail, which is an improvement on the existing rail, that is, a step-shaped transition overlapping rail is arranged at both ends of each rail. The rail joints are crossed in a transition mode without discontinuous gaps, and wheels of the train can smoothly roll from a previous rail to a next rail, so that the wheels are effectively prevented from impacting the rails. Therefore, the technical scheme has the advantages of simple structure, long service life, small vibration and low noise in use, and can effectively prevent the train from being damaged due to the impact with the rail in the use process.
Chinese patent application 201510827505.X discloses a novel high-speed train vibration/noise reduction floor structure, it adopts damping frequency wide in range and continuously adjustable wire net bumper shock absorber as main vibration/noise reduction part, this wire net bumper shock absorber is at radial and axial all-round shock-absorbing capacity and extremely wide temperature application scope, can overcome completely that wooden floor device damping effect is unsatisfactory and rubber pad noise reduction structure is suitable for that the vibration/noise reduction frequency range is narrow and the shock attenuation and noise reduction performance all receive temperature variation to influence big technical problem. In addition, the floor structure combines noise reduction and sound absorption devices such as sound insulation materials, sound absorption materials, high-performance damping materials and the like with the aluminum profile of the vehicle body, so that the weight of the vehicle is reduced, and meanwhile, more excellent damping and sound insulation performance is obtained.
The above prior art solutions are considered to reduce the vibration noise generated between the train and the rail, and measures are taken to reduce the vibration and noise. However, in the operation of high-speed trains, the noise and vibration generated by the wind noise of the trains are also serious, but the prior art is rarely involved. Therefore, the invention provides a high-speed train anti-vibration and noise-reduction structure, which comprehensively considers the reduction of vibration noise generated between a smaller train and a rail and the noise and vibration generated by the wind noise of the train to solve the technical problems.
Disclosure of Invention
Technical problem to be solved
Aiming at the defects of the prior art, the invention provides a high-speed train anti-vibration noise reduction method, which comprehensively solves the technical problems of poor anti-vibration noise reduction effect and vibration noise generated between a high-speed train and a rail, noise generated by wind noise of the train.
(II) technical scheme
In order to achieve the purpose, the invention is realized by the following technical scheme:
a noise reduction method for a high-speed train comprises the following steps:
a: capturing a noise signal: collecting an environmental noise signal through a sound sensor;
b: signal processing: analyzing the environmental noise signal through the control processor, and then transmitting the information to the computer through the control processor;
c: and (3) noise reduction treatment: the computer controls the flow controller and adjusts the gear of the flow controller, at this time, the high-pressure gas source is communicated with the ejector, the gas reaches the ejector at a certain speed after passing through the flow controller, and the ejector ejects the high-pressure gas;
d: angle adjustment: the computer controls a servo motor, the servo motor drives a speed change gear to rotate through a transmission gear, the speed change gear drives a disc to rotate through a rack, and the disc drives the ejector to rotate through a second fixed shaft;
e: and (3) airflow detection: and the gas flow data is transmitted to a computer through a gas flow monitor, and the flow of the gas in the gas supply pipeline is monitored in real time.
Optionally, the sound sensor in the step a is installed above bogies at two ends of the train carriage.
Optionally, the model of the flow controller in step C is a DP701C flow quality controller, and the model of the gas flow monitor in step E is a CS-VA400 gas flow monitor.
Optionally, the computer is provided with a frequency spectrum determined by collecting and analyzing wind noise signals within the full-speed range of the train.
Optionally, in the step D, the angle of the ejector is adjusted until the airflow ejected from the ejector is consistent with the incoming flow direction.
Optionally, in the step C, the certain speed V' is related to the speed V of the high-speed train.
Optionally, in order to better eliminate noise and reduce vibration, in the step C, the relationship between the certain speed V' and the speed V of the high-speed train operation satisfies: v ═ λ · V.
Optionally, in the step C, the high-pressure gas is high-pressure air.
The invention also discloses a high-speed train vibration and noise reduction structure which comprises a transmission shaft and a noise reduction mechanism, wherein the outer sides of two ends of the transmission shaft are both connected with wheels, the middle part of the transmission shaft is provided with a first vibration prevention mechanism, and two ends of the transmission shaft are provided with second vibration prevention mechanisms.
Optionally, first shockproof mechanism comprises fixing base, first mount pad, first bracing piece and first resilience spring, the fixed slot has all been seted up at the top both ends of fixing base, the one end and the fixed slot swing joint of first bracing piece, the mounting groove has all been seted up at the bottom both ends of first mount pad, swing joint has first stopper in the mounting groove, the other end of first bracing piece inserts in the mounting groove and is connected with first stopper, the middle part outside of first bracing piece is connected with the fixed block, first resilience spring cup joints the outside at first bracing piece.
Optionally, one end of the first return spring is attached to the fixing block, and the other end of the first return spring is attached to the first mounting seat.
Optionally, the second shockproof mechanism is composed of a fixing ring, a second mounting seat, a second supporting rod and a second return spring, the second mounting seat is connected to the top end of the fixing ring, a limiting groove is formed in the inner wall of the fixing ring, and a second limiting block is movably connected in the limiting groove.
Optionally, one end of the second support rod is inserted into the limit groove and connected with the second limit block, the other end of the second support rod is connected with the baffle, and the second return spring is sleeved on the outer side of the second support rod.
Optionally, the noise reduction mechanism is composed of a fixing box, an ejector, a servo motor, a flow controller and a high-pressure air source. Servo motor, flow controller and high pressurized air source all connect in fixed case, set up the through-hole in the lateral wall of fixed case, swing joint has the fixed ball in the through-hole, the middle part outside at the sprayer is connected to the fixed ball, the one end of sprayer is located outside the fixed case, the other end of sprayer is linked together through gas supply line and flow controller, the one end and the high pressurized air source of flow controller are linked together.
Optionally, the middle part both ends of sprayer all are connected with the second fixed axle, second fixed axle and fixed case swing joint, be connected with the disc on the second fixed axle, the bottom edge of disc is connected with the rack, one side of servo motor is equipped with change gear, change gear and fixed case swing joint.
Optionally, the middle part of fixing base is connected with first bearing, the fixing base passes through first bearing and transmission shaft swing joint, first bracing piece is through first fixed axle and fixed slot swing joint.
Optionally, one end of the second return spring is attached to the inner wall of the fixing ring, and the other end of the second return spring is attached to the baffle.
Optionally, the middle part of retainer plate is equipped with the second bearing, second bearing and transmission shaft swing joint, the baffle is the arc, the baffle is connected with the laminating of second bearing, the second bracing piece has a plurality ofly, and is a plurality of the second bracing piece is annular array and distributes.
Optionally, a transmission gear is connected to the shaft of the servo motor, one end of the speed change gear is meshed with the transmission gear, the other end of the speed change gear is meshed with the rack, the through hole is spherical, and the through hole is matched with the fixing ball.
Optionally, the noise reduction mechanism is installed in a cavity of the roof, a gas flow monitor is communicated between the ejector and the flow controller, and the servo motor, the flow controller and the gas flow monitor are all connected with an external computer.
Optionally, the first return spring and the second return spring are compression springs.
Optionally, a first electromagnet cavity is arranged on the fixed seat, and a first electromagnet is arranged in the first electromagnet cavity; a second electromagnet cavity is formed in the mounting seat, and a second electromagnet is arranged in the second electromagnet cavity; and the current I in the coils of the first electromagnet and the second electromagnet is related to the speed of the high-speed train.
Optionally, the magnetic field generated by the first electromagnet and the magnetic field generated by the second electromagnet are opposite in direction, the polarities of the magnetic fields are the same, and the center lines of the magnetic fields are overlapped, so that mutually repulsive magnetic forces are generated, and vibration and noise generated by the high-speed train and a rail during operation are reduced.
Optionally, the higher the speed of the high-speed train, the greater the vibration and noise with the rail. In order to reduce the vibration and noise generated at high speed, the current I in the coil is positively correlated with the speed V of the high-speed train, and the higher the speed of the train is, the larger the current I is. The current is in amperes and the speed is in km/h. Further, the current I in the coil and the speed V of the high-speed train satisfy the following relation:
I＝α·(V/π)；
wherein, alpha is a current coefficient and has a value range of 1.15-4.85; and pi is the circumferential ratio.
Optionally, the material of the first return spring and the second return spring is 51CrV4 steel.
Optionally, the wire diameter d of the spring is 1.2-3.5cm, the shear elastic modulus G is 7.2-8.3GPa, and the screw pitch P is (1.1-2.5) d; further, the wire diameter d, the shear elastic modulus G and the screw pitch P of the spring satisfy the following relations:
P＝β·(G/D)；
wherein beta is a pitch adjustment coefficient, and the value range is 0.42-3.25.
Optionally, in order to make the electromagnet and the spring cooperatively suppress vibration and noise generated when the train runs at a high speed, the following relationship is satisfied among the current coefficient α, the wire diameter d of the spring, and the shear elastic modulus G:
d＝·(G1/2/α)；
wherein, the coefficient of the wire diameter of the spring is 1.25-4.85.
(III) advantageous effects
Compared with the prior art, the high-speed train anti-vibration noise reduction method has the following beneficial effects:
(1) according to the shockproof and noise reduction method for the high-speed train, under the matching effect among the fixed seat, the first support rod and the first return spring, the first return spring can drive the wheels through the fixed seat to achieve the shock absorption effect, the strong shock of a carriage is avoided, and the stability of the train is ensured.
(2) According to the shockproof and noise reduction method for the high-speed train, under the matching effect of the fixing ring, the second mounting seat, the second support rod and the second return spring, when the transmission shaft shakes, the second return spring can keep the balance of the transmission shaft and play a role in buffering, the shockproof capability of the device is improved, the impact between wheels and rails is effectively reduced, and the shockproof and noise reduction effects are achieved.
(3) The invention relates to a shockproof noise reduction method for a high-speed train, which is characterized in that under the action of cooperation among an ejector, a flow controller, a high-pressure air source and an air supply pipeline, air in the high-pressure air source passes through the flow controller, the flow controller controls the flow of the air in the air supply pipeline, and the ejector sprays the air at the leeward side of a cavity of the train, so that a shear layer above the cavity is influenced, the collision between the shear layer and the rear wall of the cavity is reduced, the aerodynamic noise of the cavity is reduced, the purpose of reducing the noise is achieved, the local flow field is changed by directly acting in the local flow field, and the noise reduction.
(4) The method for vibration prevention and noise reduction of the high-speed train can better achieve the purpose of noise reduction by setting the angle of the ejector.
(5) According to the shockproof and noise reduction method for the high-speed train, the high-pressure air source is communicated with the ejector and is related to the speed of the high-speed train through the speed of the flow controller, so that the noise and the vibration are further reduced.
Drawings
Fig. 1 is a flow chart of a noise reduction method for a high-speed train according to the invention.
Fig. 2 is a schematic view of a propeller shaft and wheel structure of the present invention.
FIG. 3 is a cross-sectional view of the first anti-vibration mechanism of the present invention.
FIG. 4 is a cross-sectional view of a second anti-vibration mechanism according to the present invention.
Fig. 5 is a schematic cross-sectional view of the noise reduction mechanism structure of the present invention.
In the figure: 1. a drive shaft; 11. a wheel; 2. a first anti-vibration mechanism; 21. a fixed seat; 211. a first bearing; 212. fixing grooves; 213. a first fixed shaft; 22. a first mounting seat; 221. mounting grooves; 23. a first support bar; 231. a first stopper; 232. a fixed block; 24. a first return spring; 3. a second anti-vibration mechanism; 31. a stationary ring; 311. a limiting groove; 32. a second mounting seat; 33. a second support bar; 331. a second limiting block; 332. a baffle plate; 34. a second bearing; 35. a second return spring; 4. a noise reduction mechanism; 41. a fixed box; 411. a through hole; 412. fixing the ball; 42. an ejector; 421. a second fixed shaft; 422. a disc; 423. a rack; 43. a servo motor; 431. a transmission gear; 432. a speed change gear; 44. a flow controller; 45. a high pressure gas source; 46. an air supply duct.
Detailed Description
The technical solutions in the embodiments of the present invention will be clearly and completely described below with reference to the drawings in the embodiments of the present invention, and it is obvious that the described embodiments are only a part of the embodiments of the present invention, and not all of the embodiments. All other embodiments, which can be derived by a person skilled in the art from the embodiments given herein without making any creative effort, shall fall within the protection scope of the present invention.
In the description of the present invention, it is to be understood that the terms "central," "longitudinal," "lateral," "length," "width," "thickness," "upper," "lower," "front," "rear," "left," "right," "vertical," "horizontal," "top," "bottom," "inner," "outer," "clockwise," "counterclockwise," "axial," "radial," "circumferential," and the like are used in the orientations and positional relationships indicated in the drawings for convenience in describing the invention and to simplify the description, and are not intended to indicate or imply that the referenced devices or elements must have a particular orientation, be constructed and operated in a particular orientation, and are therefore not to be considered limiting of the invention.
In the present invention, unless otherwise expressly specified or limited, the terms "disposed," "mounted," "connected," and "fixed" are to be construed broadly and may, for example, be fixedly connected or detachably connected; may be a mechanical connection; may be directly connected or indirectly connected through an intermediate. The specific meanings of the above terms in the present invention can be understood by those skilled in the art according to specific situations.
Furthermore, the terms "first", "second", etc. are used for descriptive purposes only and are not to be construed as indicating or implying relative importance or implicitly indicating the number of technical features indicated. Thus, a feature defined as "first" or "second" may explicitly or implicitly include one or more of that feature.
Example 1
According to fig. 1, the noise reduction method for the high-speed train comprises the following steps:
a: capturing a noise signal: collecting environmental noise signals through a sound sensor, wherein the sound sensor is arranged above bogies at two ends of a train carriage;
b: signal processing: analyzing the environmental noise signal through the control processor, and then transmitting the information to the computer through the control processor;
c: and (3) noise reduction treatment: the computer controls the flow controller 44 and adjusts the gear of the flow controller 44, the model of the flow controller 44 is DP701C flow quality controller, at this time, the high-pressure gas source 45 is communicated with the ejector 42, the gas reaches the ejector 42 at a certain speed after passing through the flow controller 44, and the ejector 42 ejects the high-pressure gas;
d: angle adjustment: the computer controls the servo motor 43, the servo motor 43 drives the change gear 432 to rotate through the transmission gear 431, the change gear 432 drives the disc 422 to rotate through the rack 423, the disc 422 drives the ejector 42 to rotate through the second fixed shaft 421, and the angle of the ejector 42 is adjusted to the state that the air flow ejected by the ejector 42 keeps consistent with the incoming flow direction;
e: and (3) airflow detection: the gas flow data is transmitted to a computer through a gas flow monitor, the flow of gas in the gas supply pipeline 46 is monitored in real time, the model of the gas flow monitor is a CS-VA400 gas flow monitor, and a frequency spectrum determined by collecting and analyzing wind noise signals in the full-speed range of the train is arranged in the computer.
According to the drawings shown in fig. 2-5, the invention also provides a high-speed train vibration and noise reduction structure, which comprises a transmission shaft 1 and a noise reduction mechanism 4, wherein the outer sides of the two ends of the transmission shaft 1 are fixedly connected with wheels 11, the middle part of the transmission shaft 1 is provided with a first vibration prevention mechanism 2, and the two ends of the transmission shaft 1 are provided with second vibration prevention mechanisms 3.
The first shockproof mechanism 2 comprises a fixed seat 21, a first installation seat 22, a first supporting rod 23 and a first return spring 24, wherein both ends of the top of the fixed seat 21 are provided with fixing grooves 212, one end of the first supporting rod 23 is movably connected with the fixing grooves 212, both ends of the bottom of the first installation seat 22 are provided with installation grooves 221, the installation grooves 221 are internally and movably connected with first limit blocks 231, the other end of the first supporting rod 23 is inserted into the installation groove 221 and fixedly connected with the first limit blocks 231, the outer side of the middle part of the first supporting rod 23 is fixedly connected with fixing blocks 232, the first return spring 24 is sleeved on the outer side of the first supporting rod 23, one end of the first return spring 24 is attached and connected with the fixing blocks 232, the other end of the first return spring 24 is attached and connected with the first installation seat 22, by arranging the first shockproof mechanism 2, under the matching action among the fixed seat 21, the first supporting rod 23 and the, the first return spring 24 can drive the wheels 11 through the fixing seat 21 to achieve the damping effect, so that strong vibration of the train is avoided, and the stability of the train is ensured.
The second shockproof mechanism 3 is composed of a fixed ring 31, a second installation seat 32, a second support rod 33 and a second return spring 35, the second installation seat 32 is fixedly connected to the top end of the fixed ring 31, a limit groove 311 is formed in the inner wall of the fixed ring 31, a second limit block 331 is movably connected in the limit groove 311, one end of the second support rod 33 is inserted into the limit groove 311 and is fixedly connected with the second limit block 331, a baffle 332 is fixedly connected to the other end of the second support rod 33, and the second return spring 35 is sleeved on the outer side of the second support rod 33. by arranging the second shockproof mechanism 3, under the matching effect among the fixed ring 31, the second installation seat 32, the second support rod 33 and the second return spring 35, when the transmission shaft 1 shakes, the second return spring 35 can keep the transmission shaft 1 balanced and play a role of buffering, the shockproof capability of the device is improved, and the impact between the wheel 11 and a rail is effectively reduced, the effects of shock absorption and noise reduction are achieved.
The noise reduction mechanism 4 comprises a fixed box 41, an ejector 42, a servo motor 43, a flow controller 44 and a high-pressure air source 45, wherein the servo motor 43, the flow controller 44 and the high-pressure air source 45 are all fixedly connected in the fixed box 41, a through hole 411 is formed in the side wall of the fixed box 41, a fixed ball 412 is movably connected in the through hole 411, the fixed ball 412 is fixedly connected to the outer side of the middle part of the ejector 42, one end of the ejector 42 is positioned outside the fixed box 41, the other end of the ejector 42 is communicated with the flow controller 44 through an air supply pipeline 46, one end of the ejector 44 is communicated with the high-pressure air source 45, two ends of the middle part of the ejector 42 are both fixedly connected with a second fixed shaft 421, the second fixed shaft 421 is movably connected with the fixed box 41, a disk 422 is fixedly connected on the second fixed shaft 421, a rack 423 is fixedly, the variable-speed gear 432 is movably connected with the fixed box 41, and the ejector 42 is driven to rotate and the ejection angle of the ejector 42 is adjusted conveniently through the matching arrangement of the servo motor 43, the disc 422, the rack 423, the transmission gear 431 and the variable-speed gear 432.
The middle part of the fixed seat 21 is fixedly connected with a first bearing 211, the fixed seat 21 is movably connected with the transmission shaft 1 through the first bearing 211, and the first supporting rod 23 is movably connected with the fixed groove 212 through a first fixed shaft 213.
One end of the second return spring 35 is attached to the inner wall of the fixing ring 31, and the other end of the second return spring 35 is attached to the baffle 332.
The middle part of retainer plate 31 is equipped with second bearing 34, second bearing 34 and transmission shaft 1 swing joint, and baffle 332 is the arc, and baffle 332 is connected with the laminating of second bearing 34, and second bracing piece 33 has a plurality ofly, and a plurality of second bracing pieces 33 are the annular array and distribute.
A transmission gear 431 is fixedly connected to a shaft of the servo motor 43, one end of a speed change gear 432 is meshed with the transmission gear 431, the other end of the speed change gear 432 is meshed with a rack 423, the through hole 411 is spherical, and the through hole 411 is matched with the fixed ball 412.
The noise reduction mechanism 4 is arranged in a cavity of a car roof, a gas flow monitor is communicated between the ejector 42 and the flow controller 44, and the servo motor 43, the flow controller 44 and the gas flow monitor are all electrically connected with an external computer.
In summary, the following steps: according to the noise reduction method of the high-speed train, gas in a high-pressure gas source 45 passes through the flow controller 44, the flow controller 44 controls the flow of the gas in the gas supply pipeline 46, the ejector 42 ejects the gas at the leeward side of the cavity of the train, so that a shear layer above the cavity is influenced, the collision between the shear layer and the rear wall of the cavity is reduced, aerodynamic noise of the cavity is reduced, the purpose of reducing noise is achieved, the local flow field is changed by directly acting on the local flow field, and the noise reduction effect is obvious.
Example 2
A noise reduction method for a high-speed train comprises the following steps:
a: capturing a noise signal: collecting environmental noise signals through a sound sensor, wherein the sound sensor is arranged above bogies at two ends of a train carriage;
b: signal processing: analyzing the environmental noise signal through the control processor, and then transmitting the information to the computer through the control processor;
c: and (3) noise reduction treatment: the computer controls the flow controller 44 and adjusts the gear of the flow controller 44, the model of the flow controller 44 is DP701C flow quality controller, at this time, the high-pressure gas source 45 is communicated with the ejector 42, the gas reaches the ejector 42 at a certain speed after passing through the flow controller 44, and the ejector 42 ejects the high-pressure gas; the high-pressure gas is high-speed air. The certain speed V' is related to the running speed V of the high-speed train. Preferably, in order to better eliminate noise reduction vibration, in the step C, the relationship between the certain speed V' and the speed V of the high-speed train operation satisfies: v ═ λ · V. Wherein, the lambda is an adjusting coefficient and the value range is 0.89-1.05.
D: angle adjustment: the computer controls the servo motor 43, the servo motor 43 drives the change gear 432 to rotate through the transmission gear 431, the change gear 432 drives the disc 422 to rotate through the rack 423, the disc 422 drives the ejector 42 to rotate through the second fixed shaft 421, and the angle of the ejector 42 is adjusted to the state that the air flow ejected by the ejector 42 keeps consistent with the incoming flow direction;
e: and (3) airflow detection: the gas flow data is transmitted to a computer through a gas flow monitor, the flow of gas in the gas supply pipeline 46 is monitored in real time, the model of the gas flow monitor is a CS-VA400 gas flow monitor, and a frequency spectrum determined by collecting and analyzing wind noise signals in the full-speed range of the train is arranged in the computer.
As shown in fig. 2-5, the shock-proof noise-reducing structure for high-speed trains comprises a transmission shaft 1 and a noise-reducing mechanism 4, wherein the outer sides of both ends of the transmission shaft 1 are fixedly connected with wheels 11, the middle part of the transmission shaft 1 is provided with a first shock-proof mechanism 2, and both ends of the transmission shaft 1 are provided with second shock-proof mechanisms 3.
The first shockproof mechanism 2 is composed of a fixed seat 21, a first installation seat 22, a first supporting rod 23 and a first return spring 24, fixing grooves 212 are respectively formed at two ends of the top of the fixed seat 21, one end of the first supporting rod 23 is movably connected with the fixing grooves 212, installation grooves 221 are respectively formed at two ends of the bottom of the first installation seat 22, a first limiting block 231 is movably connected in the installation grooves 221, the other end of the first supporting rod 23 is inserted into the installation grooves 221 and fixedly connected with the first limiting block 231, and a fixing block 232 is fixedly connected to the outer side of the middle of the first supporting rod 23.
The first return spring 24 is sleeved outside the first support rod 23, one end of the first return spring 24 is connected to the fixing block 232 in a fitting manner, and the other end of the first return spring 24 is connected to the first mounting seat 22 in a fitting manner. Through setting up first shockproof mechanism 2, under the complex effect between fixing base 21, first bracing piece 23 and first return spring 24, first return spring 24 can drive wheel 11 through fixing base 21 and reach the absorbing effect, avoids the strong vibrations of carriage item, has guaranteed the stability of train.
The middle part of the fixed seat 21 is fixedly connected with a first bearing 211, the fixed seat 21 is movably connected with the transmission shaft 1 through the first bearing 211, and the first supporting rod 23 is movably connected with the fixed groove 212 through a first fixed shaft 213.
The second shockproof mechanism 3 is composed of a fixed ring 31, a second mounting seat 32, a second support rod 33 and a second return spring 35. Second mount pad 32 fixed connection has seted up spacing groove 311 on the inner wall of retainer plate 31 at the top of retainer plate 31, and swing joint has second stopper 331 in the spacing groove 311, and the one end of second bracing piece 33 inserts in the spacing groove 311 and with second stopper 331 fixed connection, the other end fixedly connected with baffle 332 of second bracing piece 33, second return spring 35 cover is in the outside of second bracing piece 33.
Through setting up second shockproof mechanism 3, under the complex effect between retainer plate 31, second mount pad 32, second bracing piece 33 and second return spring 35, when transmission shaft 1 rocked, second return spring 35 can make transmission shaft 1 keep balance, had played the effect of buffering again, had improved the shock-proof capacity of device, had effectually reduced the striking of wheel 11 with the rail, had reached the shock attenuation and had fallen the effect of making an uproar.
One end of the second return spring 35 is attached to the inner wall of the fixing ring 31, and the other end of the second return spring 35 is attached to the baffle 332.
The middle part of retainer plate 31 is equipped with second bearing 34, second bearing 34 and transmission shaft 1 swing joint, and baffle 332 is the arc, and baffle 332 is connected with the laminating of second bearing 34, and second bracing piece 33 has a plurality ofly, and a plurality of second bracing pieces 33 are the annular array and distribute.
The noise reduction mechanism 4 is composed of a fixed box 41, an ejector 42, a servo motor 43, a flow controller 44 and a high-pressure air source 45. The servo motor 43, the flow controller 44 and the high-pressure air source 45 are all fixedly connected in the fixed box 41, a through hole 411 is formed in the side wall of the fixed box 41, a fixing ball 412 is movably connected in the through hole 411, the fixing ball 412 is fixedly connected to the outer side of the middle of the ejector 42, one end of the ejector 42 is located outside the fixed box 41, the other end of the ejector 42 is communicated with the flow controller 44 through an air supply pipeline 46, and one end of the flow controller 44 is communicated with the high-pressure air source 45. The above-mentioned
The two ends of the middle of the ejector 42 are fixedly connected with a second fixed shaft 421, the second fixed shaft 421 is movably connected with the fixed box 41, the second fixed shaft 421 is fixedly connected with a disc 422, the bottom edge of the disc 422 is fixedly connected with a rack 423, one side of the servo motor 43 is provided with a speed change gear 432, the speed change gear 432 is movably connected with the fixed box 41, and the ejector 42 is driven to rotate and the ejection angle of the ejector 42 is adjusted conveniently through the matching arrangement between the servo motor 43, the disc 422, the rack 423, the transmission gear 431 and the speed change gear 432.
A transmission gear 431 is fixedly connected to a shaft of the servo motor 43, one end of a speed change gear 432 is meshed with the transmission gear 431, the other end of the speed change gear 432 is meshed with a rack 423, the through hole 411 is spherical, and the through hole 411 is matched with the fixed ball 412.
The noise reduction mechanism 4 is arranged in a cavity of a car roof, a gas flow monitor is communicated between the ejector 42 and the flow controller 44, and the servo motor 43, the flow controller 44 and the gas flow monitor are all electrically connected with an external computer.
A first electromagnet cavity is formed in the fixed seat, and a first electromagnet is arranged in the first electromagnet cavity; a second electromagnet cavity is formed in the mounting seat, and a second electromagnet is arranged in the second electromagnet cavity; and the current I in the coils of the first electromagnet and the second electromagnet is related to the speed of the high-speed train.
The magnetic field generated by the first electromagnet and the magnetic field generated by the second electromagnet are opposite in direction and same in polarity, and the center lines of the magnetic fields are overlapped, so that mutually repulsive magnetic force is generated, and vibration and noise generated by a high-speed train and a rail during running are reduced.
The higher the speed of the high-speed train is, the greater the vibration and noise between the high-speed train and the rail are. In order to reduce the vibration and noise generated at high speed, the current I in the coil is positively correlated with the speed V of the high-speed train, and the higher the speed of the train is, the larger the current I is. The current is in amperes and the speed is in km/h. Further, the current I in the coil and the speed V of the high-speed train satisfy the following relation:
I＝α·(V/π)；
wherein, alpha is a current coefficient and has a value range of 1.15-4.85; and pi is the circumferential ratio.
The material of the first return spring and the second return spring is 51CrV4 steel. The spring material is oil-cooled and quenched at 850 ℃ for 60 min. When the quenched sample is tempered at a specific temperature, the hardness of the quenched sample is reduced at a high speed in the initial stage of tempering, and the hardness gradually tends to be stable after the tempering time reaches 30 min. When the tempering temperature is lower than 310 ℃, as the quenched martensite is not decomposed, the higher hardness and the toughness are still maintained and are not improved, the impact fracture is characterized by intergranular fracture; when the tempering temperature is increased to 310-410 ℃, martensite is completely decomposed, the hardness and the toughness of the steel are changed, but carbides are distributed on grain boundaries and lath boundaries, so that the improvement of the toughness is not facilitated, the toughness of the tempered material in the temperature range is not remarkably increased along with the increase of the temperature, and the fracture of the tempered material still has the characteristic of crystal fracture; when the tempering temperature is increased to above 410 ℃, the toughness of the material is linearly increased along with the increase of the tempering temperature due to the great change of the form and distribution of the carbide.
The first return spring and the second return spring are both compression springs. The wire diameter d of the spring is 1.2-3.5cm, the shearing elastic modulus G is 7.2-8.3GPa, and the screw pitch P is (1.1-2.5) d; further, the wire diameter d, the shear elastic modulus G and the screw pitch P of the spring satisfy the following relations:
P＝β·(G/D)；
wherein beta is a pitch adjustment coefficient, and the value range is 0.42-3.25.
In order to make the electromagnet and the spring play a synergistic role in inhibiting vibration and noise generated when the train runs at high speed, the following relationship is satisfied among the current coefficient alpha, the wire diameter d of the spring and the shearing elastic modulus G:
d＝·(G1/2/α)；
wherein, the coefficient of the wire diameter of the spring is 1.25-4.85.
It is noted that in the present disclosure, unless otherwise explicitly specified or limited, a first feature "on" or "under" a second feature may be directly contacted with the first and second features, or indirectly contacted with the first and second features through intervening media. Also, a first feature "on," "over," and "above" a second feature may be directly or diagonally above the second feature, or may simply indicate that the first feature is at a higher level than the second feature. A first feature being "under," "below," and "beneath" a second feature may be directly under or obliquely under the first feature, or may simply mean that the first feature is at a lesser elevation than the second feature.
Finally, it should be noted that: although the present invention has been described in detail with reference to the foregoing embodiments, it will be apparent to those skilled in the art that modifications may be made to the embodiments or portions thereof without departing from the spirit and scope of the invention.
Claims (5)
1. A noise reduction method for a high-speed train is characterized by comprising the following steps:
a: capturing a noise signal: collecting an environmental noise signal through a sound sensor;
b: signal processing: analyzing the environmental noise signal through the control processor, and then transmitting the information to the computer through the control processor;
c: and (3) noise reduction treatment: the computer controls the flow controller (44) and adjusts the gear of the flow controller (44), a high-pressure gas source (45) is communicated with the ejector (42), the gas reaches the ejector (42) at a certain speed after passing through the flow controller (44), and the ejector (42) ejects high-pressure gas; the certain speed V 'is related to the running speed V of the high-speed train, and the relation between the certain speed V' and the running speed V of the high-speed train satisfies the following conditions: v ═ λ · V, where λ is the adjustment coefficient, with a value range of 0.89-1.05;
d: angle adjustment: the computer-controlled servo motor (43) drives the speed change gear (432) to rotate through the transmission gear (431), the speed change gear (432) drives the disc (422) to rotate through the rack (423), and the disc (422) drives the ejector (42) to rotate through the second fixed shaft (421);
e: and (3) airflow detection: transmitting the gas flow data to a computer through a gas flow monitor, and monitoring the flow of gas in the gas supply pipeline (46) in real time;
the noise reduction method adopts a high-speed train vibration and noise reduction structure, and comprises a transmission shaft and a noise reduction mechanism, wherein the outer sides of two ends of the transmission shaft are both connected with wheels, the middle part of the transmission shaft is provided with a first vibration prevention mechanism, and two ends of the transmission shaft are provided with second vibration prevention mechanisms; the first shockproof mechanism is composed of a fixed seat, a first installation seat, a first supporting rod and a first restoring spring, fixing grooves are formed in two ends of the top of the fixed seat, one end of the first supporting rod is movably connected with the fixing grooves, installation grooves are formed in two ends of the bottom of the first installation seat, a first limiting block is movably connected in each installation groove, the other end of the first supporting rod is inserted into each installation groove and connected with the first limiting block, a fixing block is connected to the outer side of the middle of the first supporting rod, and the first restoring spring is sleeved on the outer side of the first supporting rod;
a first electromagnet cavity is formed in the fixed seat, and a first electromagnet is arranged in the first electromagnet cavity; a second electromagnet cavity is formed in the first mounting seat, and a second electromagnet is arranged in the second electromagnet cavity; the current I in the coils of the first electromagnet and the second electromagnet and the speed V of the high-speed train satisfy the following relations:
I＝α·(V/π)；
wherein, alpha is a current coefficient and has a value range of 1.15-4.85; pi is the circumference ratio;
the magnetic field generated by the first electromagnet and the magnetic field generated by the second electromagnet are opposite in direction, same in polarity and overlapped in magnetic field center line.
2. The noise reduction method for the high-speed train according to claim 1, wherein: and B, mounting the sound sensors in the step A on bogies at two ends of the train carriage.
3. The noise reduction method for a high-speed train according to claim 1 or 2, wherein: in the step C, the high-pressure gas is high-pressure air.
4. The noise reduction method for the high-speed train according to claim 1, wherein: the computer is internally provided with a frequency spectrum determined by collecting and analyzing wind noise signals within the full-speed range of the train.
5. The noise reduction method for the high-speed train according to claim 1, wherein: in step D, the angle of the ejector (42) is adjusted until the airflow ejected by the ejector (42) is consistent with the incoming flow direction.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN201910305694.2A CN109941297B (en) | 2019-04-16 | 2019-04-16 | High-speed train anti-vibration noise reduction structure and noise reduction method |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN201910305694.2A CN109941297B (en) | 2019-04-16 | 2019-04-16 | High-speed train anti-vibration noise reduction structure and noise reduction method |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| CN109941297A CN109941297A (en) | 2019-06-28 |
| CN109941297B true CN109941297B (en) | 2020-09-01 |
Family
ID=67015295
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN201910305694.2A Expired - Fee Related CN109941297B (en) | 2019-04-16 | 2019-04-16 | High-speed train anti-vibration noise reduction structure and noise reduction method |
Country Status (1)
| Country | Link |
|---|---|
| CN (1) | CN109941297B (en) |
Families Citing this family (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN111544089A (en) * | 2020-05-13 | 2020-08-18 | 河北医科大学第二医院 | Device for treating gastroesophageal disease |
Citations (7)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN108156555A (en) * | 2016-12-02 | 2018-06-12 | 中车株洲电力机车研究所有限公司 | A kind of train active noise reduction system and method |
| CN108956172A (en) * | 2018-05-23 | 2018-12-07 | 常州路航轨道交通科技有限公司 | High-speed train driving cabin local active noise reduction pilot system and method |
| CN208277865U (en) * | 2018-05-31 | 2018-12-25 | 上海工程技术大学 | A kind of bullet train denoising device |
| CN109426177A (en) * | 2017-08-24 | 2019-03-05 | 中车株洲电力机车研究所有限公司 | A kind of train active denoising method and device |
| CN109484416A (en) * | 2018-12-27 | 2019-03-19 | 西南交通大学 | A kind of pneumatic noise reduction system of bullet train and method |
| CN109501824A (en) * | 2018-12-28 | 2019-03-22 | 西南交通大学 | A kind of bullet train drag reduction method and device based on plasma |
| CN109501821A (en) * | 2018-12-27 | 2019-03-22 | 西南交通大学 | A kind of bullet train noise reduction system and method based on plasma flow control |
Family Cites Families (11)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN2427355Y (en) * | 2000-05-24 | 2001-04-25 | 高连财 | Suspension assembly for preventing transmission shaft of automobile being trambled |
| CN201424029Y (en) * | 2009-07-25 | 2010-03-17 | 永济新时速电机电器有限责任公司 | General running gear module for narrow-gauge vehicles |
| CN104786771B (en) * | 2015-04-28 | 2017-08-25 | 深圳市大疆创新科技有限公司 | Wheel damping and the remote-controlled movement device with the wheel damping |
| CN206201827U (en) * | 2016-10-09 | 2017-05-31 | 中国人民解放军理工大学 | A kind of shock-absorbing wheel |
| CN207902029U (en) * | 2018-01-09 | 2018-09-25 | 杨智毅 | A kind of mute rotation axis of high ferro |
| CN207825833U (en) * | 2018-01-09 | 2018-09-07 | 东莞莲鑫精密五金科技有限公司 | A kind of trailing wheel flower-drum of bicycle |
| CN207972480U (en) * | 2018-02-10 | 2018-10-16 | 黄河科技学院 | Urban rail wheel particle damping unit |
| CN208530203U (en) * | 2018-02-26 | 2019-02-22 | 江苏宗申车业有限公司 | Station wagon rear hitch |
| CN108891503B (en) * | 2018-07-03 | 2019-08-16 | 上海恒浥智能科技股份有限公司 | A kind of section space-efficient AGV trolley |
| CN109130694B (en) * | 2018-09-20 | 2021-08-17 | 浙江永美科技股份有限公司 | Damping device for somatosensory balance vehicle wheel shaft |
| CN109305006B (en) * | 2018-11-21 | 2020-10-09 | 浙江森森汽车零部件有限公司 | New forms of energy four drive automobile-used shock attenuation chassis |
-
2019
- 2019-04-16 CN CN201910305694.2A patent/CN109941297B/en not_active Expired - Fee Related
Patent Citations (7)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN108156555A (en) * | 2016-12-02 | 2018-06-12 | 中车株洲电力机车研究所有限公司 | A kind of train active noise reduction system and method |
| CN109426177A (en) * | 2017-08-24 | 2019-03-05 | 中车株洲电力机车研究所有限公司 | A kind of train active denoising method and device |
| CN108956172A (en) * | 2018-05-23 | 2018-12-07 | 常州路航轨道交通科技有限公司 | High-speed train driving cabin local active noise reduction pilot system and method |
| CN208277865U (en) * | 2018-05-31 | 2018-12-25 | 上海工程技术大学 | A kind of bullet train denoising device |
| CN109484416A (en) * | 2018-12-27 | 2019-03-19 | 西南交通大学 | A kind of pneumatic noise reduction system of bullet train and method |
| CN109501821A (en) * | 2018-12-27 | 2019-03-22 | 西南交通大学 | A kind of bullet train noise reduction system and method based on plasma flow control |
| CN109501824A (en) * | 2018-12-28 | 2019-03-22 | 西南交通大学 | A kind of bullet train drag reduction method and device based on plasma |
Also Published As
| Publication number | Publication date |
|---|---|
| CN109941297A (en) | 2019-06-28 |
Similar Documents
| Publication | Publication Date | Title |
|---|---|---|
| CN109941297B (en) | High-speed train anti-vibration noise reduction structure and noise reduction method | |
| CN110077188B (en) | Shockproof noise reduction structure of high-speed train | |
| US9994240B2 (en) | Chassis for rail vehicles | |
| CN101973281B (en) | Connecting device of railway vehicle side rolling resistant torsion bar device and vehicle body | |
| CN101525000B (en) | Elastic stone deflector for engine truck | |
| US20120266777A1 (en) | Railroad vehicle | |
| CN111288113B (en) | Wide-frequency stable mechanical vibration reduction support of multiple tuned mass dampers | |
| CN108425988A (en) | A kind of oil truck engine shock absorbing device and shock-dampening method | |
| CN102673593A (en) | Running gear for a rail vehicle with a transversally decoupling motor suspension | |
| CN201834021U (en) | Anti-side-rolling torsion bar device of railway vehicle and transition connecting device of vehicle body | |
| CN101882460B (en) | Steel wire rope type computer hard disk vibration isolator | |
| CN209037336U (en) | Drag pump | |
| CN115199695B (en) | Large-scale precision equipment gas magnetic vibration isolation and damping protection transfer device | |
| CN206661933U (en) | Hot rolling slab roller-way rack device with buffering | |
| CN214749995U (en) | Angle-adjustable ultrasonic probe for rolling steel rail | |
| CN106672008B (en) | It is a kind of reduce rail vehicle wheel tread failure damping and damper selection method | |
| JP2010285117A (en) | Vehicular vibration control system | |
| CN209176553U (en) | A kind of double-layer vibration isolating seat | |
| CN110707866A (en) | Servo motor shockproof mechanism | |
| CN201183438Y (en) | Suspension resilient means of track ground creeping vehicle | |
| CN216374275U (en) | Noise-reduction anti-drop slide rail for automobile seat | |
| CN220923950U (en) | Supporting device for air conditioner fan | |
| CN206367954U (en) | A kind of rail module with vibration-damping function | |
| CN220394178U (en) | Rail damper based on two-dimensional acoustic black hole | |
| CN220483141U (en) | Chair with protection mechanism |
Legal Events
| Date | Code | Title | Description |
|---|---|---|---|
| PB01 | Publication | ||
| PB01 | Publication | ||
| SE01 | Entry into force of request for substantive examination | ||
| SE01 | Entry into force of request for substantive examination | ||
| GR01 | Patent grant | ||
| GR01 | Patent grant | ||
| CF01 | Termination of patent right due to non-payment of annual fee | ||
| CF01 | Termination of patent right due to non-payment of annual fee |
Granted publication date: 20200901 Termination date: 20210416 |