外文翻譯---高速鐵路輪軌噪聲理論計(jì)算與控制研究

1、<p><b>　　附錄 一</b></p><p>　　高速鐵路輪軌噪聲理論計(jì)算與控制研究</p><p>　　楊新文，翟婉明 (博導(dǎo))</p><p>　　(1．蘭州交通大學(xué)數(shù)理與軟件工程學(xué)院，甘肅蘭州730070；</p><p>　　2．西南交通大學(xué)牽引動力國家重點(diǎn)實(shí)驗(yàn)室，四川成都610031)<

2、/p><p>　　關(guān)鍵詞：高速鐵路；無砟軌道；耦合動力學(xué)；輪軌噪聲；有限元法；邊界元法；聲輻射；吸聲板；聲屏障</p><p>　　中圖分類號：U211.5；TB533.2</p><p><b>　　文獻(xiàn)標(biāo)識碼：A</b></p><p>　　輪軌噪聲是鐵路主要的噪聲源。針對高速鐵路輪軌噪聲輻射問題，綜合運(yùn)用車輛一軌道耦合

3、動力學(xué)理論與噪聲輻射理論，建立高速鐵路輪軌噪聲預(yù)測模型，應(yīng)用數(shù)值仿真的方法研究高速鐵路輪軌噪聲產(chǎn)生機(jī)理、輻射特性、傳播規(guī)律以及控制技術(shù)。主要研究內(nèi)容和結(jié)論如下。</p><p>　　輪軌系統(tǒng)結(jié)構(gòu)導(dǎo)納和聲輻射效率是預(yù)測輪軌噪聲非常重要的2個基礎(chǔ)性問題。運(yùn)用有限元方法計(jì)算分析輪軌系統(tǒng)結(jié)構(gòu)導(dǎo)納特性，在此基礎(chǔ)上運(yùn)用邊界元方法研究輪軌系統(tǒng)結(jié)構(gòu)的聲輻射效率。</p><p>　　利用程序設(shè)計(jì)語言FOR

4、TRAN95編制輪軌噪聲預(yù)測分析系統(tǒng)WRNOISE(Wheel／Rail Noies)，并與已有的輪軌噪聲預(yù)測模型. TWINS(Track and Wheel Interaction Noise Sim ulation) ，STTIN(Simulation of Train and Track Interaction Noise) 及實(shí)測數(shù)據(jù)進(jìn)行比較研究。結(jié)果表明：WRNOISE預(yù)測系統(tǒng)的預(yù)測結(jié)果，與TWINS模型預(yù)測結(jié)果基本吻合；比

5、STTIN模型預(yù)測輪軌噪聲結(jié)果更加精確；與高速鐵路實(shí)車試驗(yàn)測試結(jié)果相比較，除個別頻段有差異外，在500—4000Hz頻段內(nèi)變化趨勢是一致的。</p><p>　　利用WRNOISE預(yù)測系統(tǒng)，對高速列車通過無砟軌道區(qū)段時產(chǎn)生的輪軌沖擊噪聲和滾動噪聲進(jìn)行理論分析，探明車輪扁疤、鋼軌焊縫接頭產(chǎn)生輪軌沖擊噪聲的機(jī)理，以及輪軌表面粗糙度激發(fā)輪軌滾動噪聲的頻譜特性、時程特性和聲傳播規(guī)律。結(jié)果表明：車輪扁疤和鋼軌焊縫接頭產(chǎn)生的

6、輪軌沖擊噪聲能量主要集中在中高頻段；隨著列車速度的提高，輪軌系統(tǒng)結(jié)構(gòu)缺陷會激發(fā)更嚴(yán)重的噪聲輻射；輪軌系統(tǒng)各結(jié)構(gòu)部件對輪軌噪聲的主要貢獻(xiàn)是鋼軌輻射的中、高頻噪聲，車輪輻射的高頻噪聲，軌道板或道床板輻射的中、低頻噪聲；輪軌滾動噪聲頻譜呈現(xiàn)寬頻帶特性，能量主要集中在400—4000Hz范圍內(nèi)；在距線路中心線5～50m范圍內(nèi)，輪軌噪聲聲壓級隨著距離加倍而衰減3～6dB(A)，基本滿足有限長線聲源隨距離衰減的規(guī)律。</p><

7、p>　　利用WRNOISE預(yù)測系統(tǒng)進(jìn)行高速鐵路輪軌系統(tǒng)結(jié)構(gòu)參數(shù)的低噪聲化研究。結(jié)果表明：在不影響行車安全的情況下，適當(dāng)?shù)卦黾榆囕嗇棸搴穸?，可以降?00Hz以上高頻段的車輪噪聲；直型輻板車輪比起S型輻板車輪，能有效地降低在300—1000Hz頻段輪軌噪聲；適當(dāng)?shù)卦黾愉撥壻|(zhì)量，可降低鋼軌和軌道板在高頻段的振動與噪聲；軌下膠墊剛度對降低輪軌噪聲輻射影響不大。軌下膠墊阻尼越大，振動能量在向軌下基礎(chǔ)結(jié)構(gòu)傳遞過程中的損耗也越多，對降低輪軌系

8、統(tǒng)振動與噪聲是有利的。對于有砟軌道，軌枕和道床參數(shù)對軌下部件的噪聲輻射影響較大，而對車輪和鋼軌噪聲輻射影響甚微。適當(dāng)增加軌枕質(zhì)量、降低道床剛度和增加道床阻尼，可有效地降低輪軌系統(tǒng)的振動與噪聲。對于板式軌道，增加軌道板質(zhì)量，能有效地降低軌道板噪聲的輻射，從而從整體上降低輪軌噪聲的輻射；采用高彈性模量的CA砂漿，可有效降低軌道板噪聲；對環(huán)境要求較高的高速鐵路，增設(shè)板下橡膠墊板，能降低輪軌系統(tǒng)的振動與噪聲。</p><p&

9、gt;　　利用WRNOISE預(yù)測系統(tǒng)，研究多孔吸聲板的空隙率、厚度和孔徑對降低輪軌噪聲的影響。結(jié)果表明：多孔吸聲板空隙率越大，對輪軌噪聲吸聲效果越好，但太大會降低對高頻噪聲的吸收；吸聲板厚度越厚，對輪軌噪聲吸聲效果越好；吸聲板孔徑在0.2～0.4mm范圍內(nèi)，孔徑越大，對輪軌噪聲吸聲效果越不利。</p><p>　　運(yùn)用邊界元法研究聲源的頻率、聲屏障安裝位置、聲屏障結(jié)構(gòu)型式及聲屏障表面敷設(shè)吸聲材料等因素對其降噪效果

10、的影響。結(jié)果表明：聲屏障對高頻噪聲輻射的降噪效果比低頻噪聲的要好；聲屏障高度越大引起的聲壓插入損失越大；對不同結(jié)構(gòu)型式的聲屏障的吸聲效果，直立型聲屏障的降噪效果最差，圓弧型、倒L型、內(nèi)傾型次之，A字型、T字型和V字型最佳；聲屏障內(nèi)側(cè)表面敷設(shè)低阻抗的吸聲材料，具有良好的降噪效果。</p><p><b>　　附錄 二</b></p><p>　　The oretical

11、 Calculation and Control Study on the Wheel／Rail Noises of High Speed Railway</p><p>　　(Abstract of the Ph.D.Dissertation)</p><p>　　YANG Xinwen，ZHAI Wanming (Doctor Supervisor)</p><p&

12、gt;　　(1．School of Mathematics，Physics and Software Engineering， Lanzhou Jiaotong University，Lanzhou Gansu 730070，China；</p><p>　　2.Traction Power State Key Laboratory，Southwest Jiaotong University，Chengdu Si

13、ehuan 610031，China)</p><p>　　Wheel／rai1 noise is the main noise source of railway．The work in this dissertation focuses on wheel／rail noise radiation in high—speed railway．Based on the vehicle-track coupling

14、 dynamics theory and the acoustics radiation theory，a model is proposed to predict wheel／rail noise in high speed railway．Numerical simulation method is used to investigate the wheel／rail noise generation mecha- nism，rad

15、iation characteristics，propagation law and control technology in high-speed railway．The main research </p><p>　　(1)Structure admittance and sound radiation efficiency of wheel-rail system are two important b

16、asic problems to predict wheel／rail noise．Structure admittances of wheel—rail system are calculated and analyzed by the FEM (Finite Element Method) in the present paper．Then on this basis，using the BEM (Boundary Element

17、Method)，sound radiation efficiencies of the wheel—rail system structure are investigated．</p><p>　　(2)Using computer program language FORTRAN95，WRNOISE (Wheel／Rail Noise)system is developed to predict and an

18、alyze wheel／rail noise．WRNOISE system is compared with the existing wheel／rail noise prediction model TWINS (Track and Wheel Interaction Noise Simulation)，STTIN (Simulation of Train and Track Interaction Noise)and test d

19、ata．The result shows that the prediction result of WRNOISE system basically a grees with that of TWINS．Compared with STTIN model。WRNOISE model in predicting wheel／rail nois</p><p>　　(3)Using WRNOISE predicti

20、on system，the wheel／rail impact noise and rolling noise generated by high speed train running on ballastless track sections are analyzed theoretically．The mechanism of wheel／rail impact noise generated by wheel flats and

21、 rail welded joints，are proved．And the spectrum characteristics，time characteristics and sound propagation law of wheel／rail rolling noise excited by the surface roughness of wheel and rail are in— vestigated．The results

22、 show that the energies of wheel／ra</p><p>　　(4)Using WRNOISE prediction system,the structural parameters of wheel-rail system are investigated in low—noise idea．It can be concluded that，without affecting th

23、e train running safety，if the web thickness of the wheel is appropriately in— creased，the wheel noises above 500Hz will be decreased．The wheel of straight-type web can more effectively reduce wheel／rail noises at 300～100

24、0Hz than the one of S-type web．If the rail mass is appropriately increased，the vibration and noise of the rail and sla</p><p>　　(5)Using WRNOISE prediction system，the influences of the porosity，thickness and

25、 microporous diameters of the porous sound absorption Dane1s on the wheel／rail noise reduction effect are analyzed．The result shows that，the greater porositv of the porous sound absorption panels，the better the wheel／rai

26、l noise absorption， but too much of porosity can reduce the absorption of wheel／rail noise of middle and high frequency．The greater the thickness of the porous sound absorption panels，the better the wh</p><p&g

27、t;　　(6)The BEM is used to analyze in detail the influence of the source frequencies，the installation location of the sound barrier，the sound barrier structure itself and the sound barrier surface laying sound—absorption

28、materials on noise reduction．The results show that the noise reduction of the sound barrier for high frequency noise is better than the one for low frequency noise．The sound pressure insert loss will increase with the in

29、creasing of the height of sound barrier．For different structure </p><p>　　Key words：High speed railway Ballastless track；Coupling dynamics Wheel／rail noise Finite element method；Boundary element method；Sound