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利用SSTk-w湍流模型计算了高速列车的外部非定常流场,提取了车身表面的脉动压力;基于统计能量分析理论,建立了高速列车车内中高频气动噪声分析模型,确定了模型中各个子系统的参数,计算了由车外脉动压力诱发产生的车内气动噪声。计算结果表明:高速列车车头的脉动压力变化最剧烈;在中高频范围内,司机室和乘客室的声压级随着频率的增大而减小,在频率为0.5 kHz时,司机室的最大声压级为93.79 dB,乘客室的最大声压级为81.99 dB;在各个频率下,司机室3个声腔的声压级的最大差值为3.89 dB,乘客室3个声腔的声压级的最大差值为8.69 dB;司机室的声压级大于乘客室的声压级,司机室中部声腔的声压级最大,且主要能量输入来自于车窗和底板。通过对车窗进行有效设计及改善车内吸声性能,能够降低车内气动噪声。
The unsteady flow field of high-speed train was calculated by SSTk-w turbulence model, and the pulsating pressure on the body surface was extracted. Based on statistical energy analysis theory, the aerodynamic noise model of high-speed train was established, System parameters, calculate the aerodynamic noise generated by the car pulsating pressure generated aerodynamic noise. The calculation results show that the pulsating pressure changes most rapidly in the front of high-speed train. The sound pressure level of cab and passenger cabin decreases with the increase of frequency in mid-high frequency range. At 0.5 kHz, The sound pressure level is 93.79 dB and the maximum sound pressure level of the passenger compartment is 81.99 dB. The maximum sound pressure level difference of the three sound cavities in the driver’s cab is 3.89 dB at each frequency, and the sound pressure level of the three sound cavities in the passenger compartment The maximum difference is 8.69 dB. The cabin sound pressure level is greater than the passenger compartment sound pressure level. The cabin sound pressure level in the driver’s cabin is the largest and the main energy input comes from the window and floor. Through the effective design of the windows and improve the car’s acoustic performance, can reduce the aerodynamic noise inside the car.