CN111845810A - Pneumatic noise control device and method for train compartment joint and train - Google Patents
Pneumatic noise control device and method for train compartment joint and train Download PDFInfo
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- CN111845810A CN111845810A CN202010784430.2A CN202010784430A CN111845810A CN 111845810 A CN111845810 A CN 111845810A CN 202010784430 A CN202010784430 A CN 202010784430A CN 111845810 A CN111845810 A CN 111845810A
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- B61—RAILWAYS
- B61D—BODY DETAILS OR KINDS OF RAILWAY VEHICLES
- B61D17/00—Construction details of vehicle bodies
Abstract
The invention provides a pneumatic noise control device and method for a train carriage joint and a train, and belongs to the technical field of trains. The pneumatic noise control device at the joint of the train carriage is used for being installed at a gap at the joint of the train carriage and comprises a fixed installation part and a turbulent flow part, wherein the fixed installation part is used for being installed at one end, close to the train carriage, of the gap and is fixedly connected with the train carriage; one end and the fixed mounting portion of vortex portion rotate to be connected, and the other end is provided with the vortex structure, the outline of vortex portion and the outline looks adaptation of breach. The invention also provides a pneumatic noise control method for the train carriage connection part and a train. The device and the method for controlling the pneumatic noise at the carriage joint of the train and the train provided by the invention fundamentally change the pneumatic noise excitation source at the carriage joint, solve the problem of abnormal noise at the carriage joint, simultaneously avoid the occurrence of cavity resonance at the carriage joint and prolong the service life of each component at the carriage joint.
Description
Technical Field
The invention belongs to the technical field of trains, and particularly relates to a pneumatic noise control device and method for a train carriage joint and a train.
Background
With the rapid development of the high-speed rail industry, the running speed of high-speed trains of most lines in China already exceeds 300km/h, and the running speed of part of lines reaches 350 km/h. At the same time as the running speed is increased, a rapid increase in aerodynamic noise is also caused. The carriage junction itself is the weak link of high-speed train sound insulation, considers the life of outer windshield and carriage junction equipment maintenance problem, designs the form of existing upper and lower breach with high-speed train outer windshield usually. However, the design scheme can cause a pneumatic noise excitation source generated by the high-speed running of the train to enter cavities surrounded by the end wall of the train body and the inner windshield and the outer windshield through the upper notch and the lower notch of the outer windshield, so that acoustic mode resonance of the cavities is caused, and strong noise is generated and transmitted into the train through the train body structure to influence the comfort of passengers.
Through the collection and spectrum analysis of the noise signals of the mechanic in the train close to the connection of the carriages at the running speed of 350km/h, the sound pressure level corresponding to the noise spectrum 40Hz is as high as 105dB and is far greater than the sound pressure levels of other frequencies, the noise in the mechanic room is low, the artificial subjective feeling is ear drum oppression and dysphoria, the comfort of the mechanic room is seriously influenced, and the reason for the generation is urgently needed to be clearly determined and effectively controlled.
In order to solve the problems, the scheme adopted by the prior art is to adopt a full-enclosed outer windshield, and cancel an upper notch and a lower notch of the outer windshield, so that a pneumatic noise excitation source generated by high-speed running of a train cannot enter a cavity at the joint of a carriage, and resonance is avoided. However, the above scheme has the following defects:
(1) the scheme is easy to cause the service life of the outer wind shield to be reduced, and the practical operation experience of the high-speed train shows that the inner side outer wind shield is frequently extruded and is easy to tear at the upper and lower notch positions in the train turning process, so that the replacement cost of the outer wind shield is increased, and the outer wind shield is easy to tear to cause safety accidents in high-speed operation;
(2) this scheme need dismantle outer windshield completely when carrying out the maintenance of carriage junction equipment, increases extra cost of overhaul and work load, influences high-speed train maintenance efficiency.
Therefore, it is urgently needed to provide a device and a method which can effectively solve the problem of abnormal noise at the joint of the carriages, ensure the driving safety and facilitate the train maintenance.
Disclosure of Invention
The embodiment of the invention aims to provide a device and a method for controlling pneumatic noise at a train carriage joint and a train, and aims to solve the technical problem of abnormal noise at the carriage joint under the conditions of ensuring driving safety and facilitating train maintenance.
In one aspect, a pneumatic noise control device for a train car connection is provided for mounting to a break in the car connection, comprising:
the fixed mounting part is used for being mounted at one end of the gap close to the carriage and fixedly connected with the carriage; and
vortex portion, one end with fixed mounting portion rotates to be connected, and the other end is provided with the vortex structure, the outline of vortex portion with the outline looks adaptation of breach.
Furthermore, the turbulent flow structure is a wave-shaped, zigzag or arc structure.
Further, the spoiler structure and the spoiler portion are integrally formed.
Further, the spoiler with the fixed mounting portion forms a hinge structure.
Further, the fixed mounting part is a flat plate for connecting with the carriage through a bolt.
Further, the fixed mounting portion is the L type body, the horizontal portion of the L type body be used for through the bolt with the carriage is connected, the outline of vertical portion with the outline looks adaptation of breach is used for the installation vortex portion.
Further, the fixed mounting part is of an integrally formed structure.
One of the above technical solutions has the following beneficial effects: compared with the prior art, the pneumatic noise control device for the train carriage joint provided by the embodiment of the invention is arranged in the gap of the carriage joint, so that a pneumatic noise excitation source of the carriage joint is fundamentally changed, the problem of abnormal noise of the carriage joint is solved, cavity resonance at the carriage joint is avoided, and the service life of each component at the carriage joint is prolonged. On one hand, an operator can still overhaul the connection position of the carriage through the upper notch and the lower notch of the outer windshield in the non-running state of the train; on the other hand, by adjusting the included angle between the turbulent flow part and the fixed installation part, the pneumatic noise excitation source of the high-speed train at different operation speeds can be controlled in a targeted manner, and the optimal control effect is achieved. And the pneumatic noise control device at the joint of the train carriages cannot cause adverse effects on the driving safety of the train.
On the other hand, the utility model provides a train, including a plurality of carriages that set gradually, each the carriage be used for with adjacent all be provided with the mount pad that is used for installing outer windscreen on one end that the carriage is connected, the upper portion and the lower part of mount pad are provided with the breach respectively, be provided with in the breach the pneumatic noise controlling means of train carriage junction, arbitrary adjacent two relative two that set up on the carriage form the blow vent that is used for supplying the gaseous business turn over between the pneumatic noise controlling means of train carriage junction.
One of the above technical solutions has the following beneficial effects: compared with the prior art, the pneumatic noise control device at the train carriage joint obtains basically the same technical effect, and is not repeated herein.
In another aspect, a method for controlling aerodynamic noise at a train car junction is provided, comprising the steps of:
collecting noise signals at the connection position of carriages in a train under the actual running condition of the train, carrying out spectrum analysis on the data, and determining the frequency band and amplitude of the noise at the connection position of the carriages;
according to the frequency band and amplitude of the abnormal noise at the carriage joint, performing pneumatic noise calculation at the carriage joint to determine a noise excitation source;
calculating the mode of an acoustic cavity at the joint of the train compartment;
and according to the calculation results of the steps, performing pneumatic noise optimization calculation on the train carriage joint, and determining the structure of the pneumatic noise control device at the train carriage joint, which can avoid the acoustic modal frequency of the cavity at the carriage joint.
One of the above technical solutions has the following beneficial effects: compared with the prior art, the method for solving the abnormal noise at the joint of the carriages caused by the pneumatic noise of the high-speed train is provided, and is suitable for all high-speed trains with similar structures. The method for controlling the pneumatic noise at the train carriage joint provided by the embodiment of the invention adopts the structure of the pneumatic noise control device at the train carriage joint, so that basically the same technical effects are achieved, and the details are not repeated.
Drawings
In order to more clearly illustrate the technical solutions in the embodiments of the present invention, the drawings needed for the embodiments or the prior art descriptions will be briefly described below, and it is obvious that the drawings in the following description are only some embodiments of the present invention, and it is obvious for those skilled in the art to obtain other drawings without creative efforts.
Fig. 1 is a schematic structural diagram of a use state of a pneumatic noise control device at a train car junction according to an embodiment of the present invention;
FIG. 2 is a schematic structural diagram of a pneumatic noise control device at a train car junction according to an embodiment of the present invention;
FIG. 3 is a schematic structural diagram of a pneumatic noise control device at a railcar coupling according to another embodiment of the present invention;
FIG. 4 is a schematic structural diagram of a connection between cars in a train according to an embodiment of the present invention;
FIG. 5 is a graph of measured spectrum of indoor noise of a mechanic near the junction of 5/6 cars when a train is running at 350 km/h;
FIG. 6 is a schematic diagram of a train simulation model and a car junction domain model;
FIG. 7 is a plot of the power spectral density spectrum at a monitoring point;
FIG. 8 is a schematic diagram of a calculation model of acoustic modal of a cavity at a car junction;
FIG. 9 is a schematic view of the change in power spectral density at a monitoring point;
fig. 10 is a schematic diagram comparing sound pressure levels.
In the figure: 100. a pneumatic noise control device at the connection of the train carriages; 110. a fixed mounting portion; 111. a transverse portion; 112. a vertical portion; 120. a spoiler portion; 121. a turbulent flow structure; 200. a notch; 300. a carriage; 400. and (7) mounting a seat.
Detailed Description
In order to make the technical problems, technical solutions and advantageous effects to be solved by the present invention more clearly apparent, the present invention is further described in detail below with reference to the accompanying drawings and embodiments. It should be understood that the specific embodiments described herein are merely illustrative of the invention and are not intended to limit the invention.
And (3) carrying out simulation analysis on the existing outer windshield result to obtain that the pneumatic noise excitation frequency at the carriage joint is close to the 2 nd order of the acoustic modal frequency of the cavity and resonance is excited, so that the noise of a mechanic room in the automobile is abnormal. Analyzing the cloud chart of the total pulse pressure level at the carriage joint can show that the total pulse pressure level formed at the rear ends of the upper and lower gaps of the windshield at the carriage joint is far larger than that at other positions, so that the total pulse pressure level of the windshield should be controlled preferentially to control the upper and lower gaps, and sound sources at the two positions can easily enter the inner windshield and radiate into the vehicle.
To solve the above problems, an embodiment of the present invention provides a pneumatic noise control device 100 for a train car junction. Referring to fig. 1 to 3 together, a pneumatic noise control device 100 for a train car junction according to an embodiment of the present invention will now be described. The pneumatic noise control device 100 for train carriage connection is used for being mounted to a notch 200 of the carriage connection and comprises a fixed mounting part 110 and a turbulent flow part 120. The fixed mounting portion 110 is adapted to be mounted to an end of the notch 200 adjacent to the cabin 300 and is fixedly coupled to the cabin 300. One end of the spoiler 120 is rotatably connected to the fixing and mounting portion 110, and the other end is provided with a spoiler structure 121. The outer contour of the spoiler 120 is adapted to the outer contour of the notch 200.
When the pneumatic noise control device 100 is used, the pneumatic noise control device 100 at the joint of the train carriage is installed in the gap 200 at the joint of the train carriage and is fixedly connected with the train carriage 300 through the fixed installation part 110. Two notches 200 oppositely arranged in two adjacent carriages 300 are communicated to form a through hole with two closed ends, and an air vent for air to enter and exit is formed between the pneumatic noise control devices 100 at the joint of the two train carriages positioned in the two notches 200. The pneumatic noise excitation source that produces under the high-speed operation of train gets into the cavity that automobile body headwall and inside and outside windscreen enclose behind the vortex of vortex structure 121 on vortex portion 120 during through above-mentioned vent, and then avoids acoustic mode resonance phenomenon to produce in above-mentioned cavity, and then has avoided the production of noise, has guaranteed passenger's travelling comfort.
The pneumatic noise control device 100 for the train carriage joint provided by the embodiment of the invention is arranged in the carriage joint gap 200, so that a pneumatic noise excitation source of the carriage joint is fundamentally changed, the problem of abnormal noise of the carriage joint is solved, cavity resonance at the carriage joint is avoided, and the service life of each component at the carriage joint is prolonged. The turbulence part 120 is rotatably connected with the fixed installation part 110, so that on one hand, an operator can still overhaul the connection part of the carriage through the upper and lower gaps of the outer windshield in the non-running state of the train; on the other hand, by adjusting the included angle between the spoiler 120 and the fixed mounting portion 110, the pneumatic noise excitation source of the high-speed train at different operating speeds can be controlled in a targeted manner, and an optimal control effect is achieved. And the pneumatic noise control device 100 at the connection part of the train carriages cannot cause adverse effects on the running safety of the train.
The turbulent flow structure 121 may be a wave-shaped, zigzag-shaped or arc-shaped structure. Specifically, one end of the spoiler 120 is rotatably connected to the fixing portion 110, and the other end is a free end. The spoiler 120 may be a spoiler having a wave, saw-tooth or arc-shaped free end edge, wherein the spoiler structure 121 is an edge structure of the spoiler. The specific shape of the spoiler edge can be calculated according to simulation optimization. The spoiler portion 120 and the spoiler structure 121 are integrally formed, and the structure is stable.
Specifically, the spoiler 120 is rotatably connected to the fixing and mounting portion 110 by a hinge pin, and forms a hinge structure with the fixing and mounting portion 110. During the rotation, vortex portion 120 can only rotate around the round pin axle to effectively inject the rotation route of vortex portion 120, make the activity space of vortex portion 120 inject in the cavity at breach 200 place, avoided vortex portion 120 to rotate the in-process and carriage 300 or install the part on carriage 300 and bump, the frictional risk, guaranteed the normal clear of pivoted.
Referring to fig. 1 and 2, as an embodiment of the pneumatic noise control apparatus 100 for a train car junction according to the present invention, the fixing portion 110 may be a flat plate that can be attached to a wall of a car 300. When the installation is performed, the flat plate is fixed to the end wall of the car 300 by bolts.
Referring to fig. 1 and 3, as another embodiment of the pneumatic noise control device 100 for a train car junction according to the present invention, the fixed mounting portion 110 may be an L-shaped body, and the spoiler portion 120 is mounted on the vertical portion 112 of the L-shaped body. During installation, the fixed installation part 110 is placed in the notch 200, so that the vertical part 112 of the L-shaped element body is positioned in the notch 200, the transverse part 111 of the L-shaped element body is attached to the end wall of the carriage 300, and then the relative position of the transverse part 111 of the L-shaped element body and the end wall of the carriage 300 is fixed through bolts. The vertical portion 112 of the L-shaped body is in clearance fit with the side wall of the notch 200, that is, the outer contour of the vertical portion 112 of the L-shaped body is matched with the outer contour of the notch 200.
Specifically, the fixing portion 110 shown in fig. 2 is mounted in the notch 200 located at the lower side in fig. 1, and the fixing portion 110 shown in fig. 3 is mounted in the notch 200 located at the upper side in fig. 1.
To ensure the structural stability of the fixing and mounting portion 110, the L-shaped member body in the above embodiment is an integrally formed structure.
The embodiment of the invention also provides a train. Referring to fig. 4, the train includes a plurality of carriages 300 arranged in sequence, an end of each carriage 300, which is used for being connected with an adjacent carriage 300, is provided with an installation seat 400 for installing an outer windshield, the upper portion and the lower portion of the installation seat 400 are respectively provided with a gap 200, a pneumatic noise control device 100 at a connection position of the carriages of the train is arranged in the gap 200, and a vent for air to enter and exit is formed between the pneumatic noise control devices 100 at the connection position of two carriages of the train, which are oppositely arranged on any two adjacent carriages 300.
The train provided by the embodiment of the invention adopts the pneumatic noise control device 100 at the train carriage connection part, basically the same technical effect is achieved, and the details are not repeated.
The embodiment of the invention also provides a pneumatic noise control method for the train carriage connection part. The pneumatic noise control method for the train carriage joint comprises the following steps:
s1: and acquiring noise signals of the region of the junction of the inner carriages of the train in actual running. The method is specifically operated in such a way that noise signals containing all stably running speed levels (such as 250km/h, 300km/h and 350km/h) of the train are collected through an acoustic sensor, frequency spectrum analysis is carried out on the data, and the frequency band and amplitude of abnormal noise in a target area (namely the connection position of a carriage in the train) in the train are determined;
s2: and according to the frequency band and the amplitude of the abnormal noise at the carriage joint, performing pneumatic noise calculation at the carriage joint to determine a noise excitation source. Specifically, a sub-domain simulation model of a carriage joint containing an inner windshield, an outer windshield and end walls is established, the corresponding section speed, pressure, turbulent kinetic energy and dissipation rate are obtained through eight-vehicle grouping pneumatic calculation and serve as sub-domain boundary conditions, pneumatic noise calculation of the carriage joint is completed, and an excitation source is determined;
s3: and carrying out acoustic cavity modal calculation at the connection position of the train carriages. The method is specifically characterized in that a cavity surrounded by the end wall of the connecting part of the carriage and the inner windshield and the outer windshield is extracted, and an acoustic grid is established for carrying out acoustic modal calculation. Comparing the frequency of the jet shear layer of the upper notch and the frequency of the acoustic mode of the cavity surrounded by the connecting part of the carriage, and determining the frequency band of the resonance of the upper notch and the lower notch;
s4: and according to the calculation results of the two steps, performing pneumatic noise optimization calculation on the train carriage joint, and determining the structure of the train carriage joint pneumatic noise control device 100 capable of avoiding the acoustic modal frequency of the cavity at the carriage joint. Specifically, the same method as S2 is used to calculate the aerodynamic noise at the car connection point where the aerodynamic noise control device 100 for a train car connection point is installed, and the structure of the aerodynamic noise control device 100 for a train car connection point that can avoid the acoustic modal frequency of the cavity at the car connection point is determined. The structure of the pneumatic noise control device 100 at the train car junction includes the included angle between the fixed mounting portion 110 and the spoiler 120 and the specific form of the spoiler 121.
The invention provides a method for solving the problem of abnormal noise at a carriage joint caused by pneumatic noise of a high-speed train, which is suitable for all high-speed trains with similar structures. The method for controlling the pneumatic noise at the train carriage connection part provided by the embodiment of the invention adopts the structure of the pneumatic noise control device 100 at the train carriage connection part, so that basically the same technical effects are achieved, and the details are not repeated.
For ease of understanding, the operational steps of the above-described method for controlling aerodynamic noise at a railcar coupling will now be described in one particular embodiment:
FIG. 5 is a graph showing the measured spectrum of the noise of a mechanic's room near the junction of 5/6 cars when a train runs at 350km/h, wherein the sound pressure level corresponding to 40Hz is as high as 105dB, which is much higher than the sound pressure level of other frequencies, and 40Hz is a noise abnormal frequency band, which needs to be improved;
FIG. 6 shows a train simulation model and a car junction domain model. First, the steady-state flow calculation is performed by adopting eight-car grouping, and boundary conditions such as section velocity, pressure, turbulence energy and dissipation rate required by a car body connection region model are output. And secondly, carrying out transient calculation by taking parameters such as turbulent dissipation rate, turbulent kinetic energy, speed, pressure and the like obtained by global calculation of eight vehicle groups as boundary conditions of the sub-domain model. Monitoring points are arranged at the upper and lower notches of the outer windshield in the calculation process. And performing FFT (fast Fourier transform) on the time domain signals of the pressure of each measuring point to obtain a power spectral density spectrogram shown in figure 7.
Fig. 8 is a calculation model of acoustic modal of the cavity at the junction of the vehicle cabin. The frequencies of 1-5 order acoustic modes of the cavity are calculated to be 24Hz, 40Hz, 58Hz, 75Hz and 96Hz in sequence. As can be clearly seen by comparing the jet shear layer monitoring point power spectral density frequency and the acoustic modal frequency of fig. 5, jet shear layer frequencies around 40Hz will cause the car junction to resonate and generate strong aerodynamic noise. It can be confirmed in combination with the in-vehicle noise spectrum shown in fig. 5 that the problem of the in-vehicle noise abnormality of the mechanic's room is mainly that the aerodynamic noise excitation source causes the acoustic mode resonance of the cavity at the connection of the vehicle compartment, and the resonance frequency is 40 Hz.
The pneumatic noise at the car connection position where the pneumatic noise control device 100 is installed is calculated, and the power spectral density change at the monitoring point of each scheme is compared respectively, as shown in fig. 9, it can be seen that the energy corresponding to most frequencies is significantly reduced after the pneumatic noise control device 100 is installed at the train car connection position. Calculating the total energy of each measuring point with the center frequency of 40Hz and the bandwidth of 36-45Hz, and finding that the total energy of the measuring points of the upper notch is 152Pa2Reduced to 105Pa2The energy of the measuring point of the lower notch is 171Pa2Reduced to 71Pa2。
The control scheme for adding the pneumatic noise control device 100 at the railcar coupler was performed on-line testing, the results of which are shown in fig. 10. It is clear from the figure that the sound pressure level at 40Hz is reduced from 105dB to 100dB, by 5 dB. The sound pressure level of other frequencies is reduced to different degrees, and the total sound pressure level in the vehicle is reduced from 106.5dB to 102.5 dB.
The above description is only for the purpose of illustrating the preferred embodiments of the present invention and is not to be construed as limiting the invention, and any modifications, equivalents and improvements made within the spirit and principle of the present invention are intended to be included within the scope of the present invention.
Claims (9)
1. Pneumatic noise control device of train carriage junction for install the breach department to the carriage junction, its characterized in that includes:
the fixed mounting part is used for being mounted at one end of the gap close to the carriage and fixedly connected with the carriage; and
vortex portion, one end with fixed mounting portion rotates to be connected, and the other end is provided with the vortex structure, the outline of vortex portion with the outline looks adaptation of breach.
2. The pneumatic noise control apparatus of a railcar coupling, according to claim 1, wherein: the turbulent flow structure is a wave-shaped, zigzag or arc structure.
3. The pneumatic noise control apparatus of a railcar coupling, according to claim 2, wherein: the flow disturbing structure and the flow disturbing part are integrally formed.
4. The pneumatic noise control apparatus of a railcar coupling, according to claim 1, wherein: the vortex portion with fixed mounting portion forms the hinge structure.
5. The pneumatic noise control apparatus of a railcar coupling according to any one of claims 1 to 4, wherein: the fixed mounting part is a flat plate used for being connected with the carriage through bolts.
6. The pneumatic noise control apparatus of a railcar coupling according to any one of claims 1 to 4, wherein: the fixed mounting portion is the L type spare body, the horizontal portion of the L type spare body be used for through the bolt with the carriage is connected, the outline of vertical portion with the outline looks adaptation of breach is used for the installation vortex portion.
7. The pneumatic noise control apparatus of a railcar coupling, according to claim 6, wherein: the fixed mounting part is of an integrally formed structure.
8. The train, its characterized in that: the pneumatic noise control device comprises a plurality of carriages which are arranged in sequence, wherein one end of each carriage, which is used for being connected with the adjacent carriage, is provided with a mounting seat for mounting an outer windshield, the upper part and the lower part of each mounting seat are respectively provided with a notch, the pneumatic noise control device at the joint of the train carriages according to any one of claims 1 to 7 is arranged in each notch, and a vent for gas to enter and exit is formed between two pneumatic noise control devices at the joint of the train carriages which are oppositely arranged on any two adjacent carriages.
9. The pneumatic noise control method for the train carriage joint is characterized by comprising the following steps of:
collecting noise signals at the connection position of carriages in a train under the actual running condition of the train, carrying out spectrum analysis on the data, and determining the frequency band and amplitude of abnormal noise at the connection position of the carriages;
according to the frequency band and amplitude of the abnormal noise at the carriage joint, performing pneumatic noise calculation at the carriage joint to determine a noise excitation source;
calculating the mode of an acoustic cavity at the joint of the train compartment;
according to the calculation results of the above steps, performing an aerodynamic noise optimization calculation of the train car connection, and determining the structure of the aerodynamic noise control device of the train car connection according to any one of claims 1 to 7, which can avoid the acoustic modal frequency of the cavity of the car connection.
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| CN113859296A (en) * | 2021-10-26 | 2021-12-31 | 同济大学 | Obstacle deflector with passive turbulent flow structure and application thereof |
| CN115092192A (en) * | 2022-07-26 | 2022-09-23 | 中南大学 | Device and method for adjusting natural frequency of windshield of folding shed type train |
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| CN201566631U (en) * | 2009-09-30 | 2010-09-01 | 唐山轨道客车有限责任公司 | Double-layer wave shed windshield |
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| CN111845810B (en) | 2022-02-01 |
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