高速铁路动车组受电弓区域气动噪声降噪优化设计方案
余永革1王成涛1高阳1于婉艺2马常付1张国芹1
Optimization Design Scheme for Aerodynamic Noise Reduction in Pantograph Area of High-speed Railway EMU
YU Yongge1WANG Chengtao1GAO Yang1YU Wanyi2MA Changfu1ZHANG Guoqin1
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作者信息:1.中车长春轨道客车股份有限公司国家轨道客车工程研究中心，130062，长春
2.长春广播电视台制作部，130062，长春
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Affiliation:1.National Engineering Research Center of Railway Vehicles, CRRC Changchun Railway Vehicles Co., Ltd., 130062, Changchun, China
2.Changchun Radio and Television Production Department, 130062, Changchun, China
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关键词:
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Key words:
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DOI:10.16037/j.1007-869x.2025.02.013
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中图分类号/CLCN:U266
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栏目/Col:研究报告
摘要:
［目的］随着列车运行速度的提高，列车噪声指标逐渐成为制约高速铁路发展的重要因素。应进一步挖掘受电弓区域的气动声学正向优化设计潜力，提出受电弓区域气动噪声的优化设计方案。［方法］以复兴号标准动车组(型号为CR400BF)为研究对象，阐述了研究内容、技术路线及研究方法。采用LES(大涡模拟)算法及FW-H方程，对高速铁路动车组受电弓区域的气动噪声展开研究。对既有高速铁路CRH380BL型动车组受电弓区域的气动声学性能进行研究，针对受电弓中上部本体结构和底部导流结构的优化措施，设计了6个组合优化方案，评价了各优化方案的气动噪声优化效果。将最佳优化方案应用在CR400BF型动车组上，进一步测试其优化效果。［结果及结论］方案4为最佳优化方案。将方案4应用于CR400BF型动车组，在列车运行速度为350km/h的工况下，在距离受电弓最近的标准测点处，整车的辐射噪声声压级减少了0.99dB(A)，受电弓区域的辐射噪声声压级减少了1.70dB(A)。方案4作为受电弓新的降噪方法，技术要求较低，具有较大的市场应用空间。
Abstracts:
［Objective］ With the increase of train operating speed, noise levels have gradually become a critical factor restricting the development of high-speed railways. It is essential to explore the potential for positive aerodynamic acoustic optimization in the pantograph area and propose an optimized design scheme for reducing the aerodynamic noise in this region. ［Method］ Using the Fuxing Standard EMU (model CR400BF) as the research object, the research content, technical approach, and methodology are expounded. The LES (large eddy simulation) algorithm and FW-H (Ffowcs Williams-Hawkings) equation are employed to investigate the aerodynamic noise in the pantograph area of high-speed railway EMU. Additionally, the aerodynamic acoustic performance of the pantograph area in existing high-speed railway CRH380BL EMU is studied. Six combined optimization schemes are designed, focusing on the upper body structure and the bottom diversion structure of the pantograph. The aerodynamic noise reduction effectiveness of each scheme is evaluated, and the optimal scheme is applied to the CR400BF EMU to further test its noise reduction performance. ［Result & Conclusion］ Scheme 4 is identified as the optimal solution. When applied to the CR400BF EMU operating at a speed of 350 km/h, the overall train radiated noise sound pressure level at the nearest standard measuring point to the pantograph is reduced by 0.99 dB(A), while the radiated noise sound pressure level in the pantograph area is reduced by 1.70 dB(A). As a novel noise reduction method for pantographs, Scheme 4 has low technical requirements and larger potential for market application.
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