Experimental data analysis and simulation on noise reduction optimization of roof structure beneath pantograph of high-speed multiple electric units
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摘要: 当前我国高速动车组列车运行速度超过350 km/h，受电弓区域车顶结构产生的噪声已成为车厢内最大噪声源，影响乘客乘坐体验。文章采用试验数据分析与仿真方法，对CRH380B型和CR400BF型动车组受电弓区域车顶结构进行全路径降噪优化措施试验研究，包括顶板型材阻尼处理优化、车顶内饰板声辐射控制与结构优化、车体顶板组合结构吸声/隔声材料优化处理、顶板结构全路径结构传声控制优化；在考虑受电弓区域和转向架区域联合声振激励的前提下，采用FE-SEA法，基于优化后车顶结构的细节特征，建立整车车厢内噪声仿真模型，定量评估车顶结构各项降噪优化措施对车厢内噪声的改善效果。仿真结果表明：车顶结构降噪优化设计可使CRH380B型动车组受电弓区域下方车厢内噪声降低 3 dB，使CR400BF型动车组进一步降低1 dB以上。Abstract: At present, the running speed of Chinese high-speed Electric Multiple Units (EMUs) trains exceeds 350 km/h and the noise generated by the roof structure beneath the pantograph has become the largest noise source inside the carriage, affecting passengers' riding experience. The article adopts experimental data analysis and simulation methods to conduct experimental research on full path noise reduction optimization measures for the roof structure beneath the pantograph of CRH380B and CR400BF EMUs train, including optimization of damping treatment for roof profiles, control and structural optimization of sound radiation from roof interior panels, optimization of sound absorption/insulation materials for the combined structure of the roof, and optimization of sound transmission control for the full path structure of the roof structure. In consideration of the combination of the sound and vibration excitation from the pantograph and the bogie and based on the detailed characteristics of the optimized roof structure, the FE-SEA method is adopted to establish a noise characteristics simulation model of the entire vehicle compartment below the pantograph for quantitative evaluation of the improvement effects of noise reduction optimization measures of the roof structure on the noise inside the carriage. The simulation results show that the noise reduction optimization of the roof structure determined in this chapter reduces the noise inside the carriage below the pantograph of the CRH380B high-speed train by 3dB, and further reduces the noise of the CR400BF high-speed train by more than 1dB.
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表 1 吸声/隔声优化措施
材质种类 优化措施 吸音材 加厚4 mm 玻璃棉板 加厚5 mm,铺设位置由两层防火隔音毡之间改为两层防火隔音毡之上 隔音垫 密度Ρ减小200 kg/m3；弹性模量E加大450 Mpa 
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表 2 仿真中定义的动车组列车不同运行速度工况
序号 运行工况 1 160 km/h匀速 2 200 km/h匀速 3 250 km/h匀速 4 300 km/h匀速 5 350 km/h匀速
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表 3 优化措施对应的不同工况条件
工况编号 计算条件 工况1 原始工况 工况2 阻尼处理优化上 工况3 隔声处理优化 工况4 全路径结构声优化 工况5 内饰顶板优化 工况6 整体优化
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