Abstract
The flow field distribution characteristics of side windshields and full windshields installed in the connection section of a high-speed train were numerically computed to reduce the aerodynamic noise and improve operating environment of the high-speed train. As shown from the result, the maximum pressure was at the nose tip of the high-speed train; and the greatest flow velocity of fluid was centered in the middle section of the body, while the flow velocity at both ends of the body was relatively small. After installing a side windshield, the fluid pressure of the side was significantly lower than the upper and lower surfaces, and the pressure and turbulence intensity were greater at the corner of the connection section steps. The fluid flowed to the steps from the roof of the train, and then spread gradually down along the side, with the decreasing flow rate. Therefore, the airflow was effectively prohibited from flowing into the train through installing side windshields. However, after further installing full windshields, the pressure, flow velocity and turbulence intensity in the connection section of the high-speed train were further improved. Then, the boundary element method was applied to compute the radiation noises of two kinds of windshields installed in the connection section of the high-speed train. As shown from the result, broadband radiation noise was in the upper connection section, the maximum sound pressure level (SPL) value was between 50-100 Hz and some directivity of sound pressure was shown in the high-frequency range. A certain periodicity of sound pressure distribution was presented in the longitudinal symmetrical plane of the high-speed train. At the same observation point, the sound pressure level of full windshield was slightly reduced at most frequency points, and the maximum reduction value was 23.6 dB. Finally, the wind tunnel test was conducted on the high-speed train, and the connection section of the high-speed train was the obvious noise source, thus indicating that the research in the paper was very meaningful. Besides, from SPL comparisons of the observation point, experiments and simulations were consistent with each other whether side windshields or full windshields were installed in the connection section. As a result, the reliability of the numerical computational model and the effectiveness of the results and analysis were verified.
Highlights
If the driving speed of the high-speed train is continuously improved, the aerodynamic noise would be more and more severe or even occupy a more dominant position [1]
As known from the flow field distribution characteristic of the entire train, maximum pressure was on the nose tip of the high-speed train head; and higher positive pressure could be formed in this region due to severe deformation existing in this structure and the bogie, wheels and other complex structural models emerged in the lower section of the train body
As known from the flow field distribution characteristics of the entire train, maximum pressure was on the nose tip of the highspeed train head; and higher positive pressure area could be formed in this region due to severe deformation existing in this structure, and the bogie, wheels and other complex structural models emerged in the lower section of the train body
Summary
If the driving speed of the high-speed train is continuously improved, the aerodynamic noise would be more and more severe or even occupy a more dominant position [1]. RESEARCH ON NUMERICAL SIMULATION AND NOISE REDUCTION OF AERODYNAMIC NOISE IN CONNECTION SECTION OF THE HIGH-SPEED TRAIN. Through low-noise wind tunnel, the impact of apron board and grille of the high-speed train on the noise of both sides of the railway was studied by Frid [6]. The aerodynamic noise of the high-speed train cabin was predicted by Xiao through numerical simulation, with good results achieved by them [12]. The above researches were mainly aimed at heads, bogies, wheels and other sections with prominent structures in the high-speed train, not any published paper has been made currently concerning radiation noise in the connection section of two trains. The boundary element method was employed to compute its radiation noise, and a detailed analysis and discussion was conducted, which was made comparison verification with the wind tunnel results
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