中低速磁悬浮列车车内噪声预测与分析

中低速磁悬浮列车的车内噪声对乘客的舒适性有很大影响,而关于中低速磁悬浮车内噪声特性仿真分析较少,有必要开展中低速磁悬浮列车车内噪声预测与分析。首先基于统计能量分析（SEA）对中低速磁悬浮列车进行车内噪声建模;然后,对仿真结果进行功率流分析,得到车内最大噪声出现的位置与显著频段;最后分别针对声源激励和车体隔声进行车内噪声灵敏度分析。结果表明：中低速磁悬浮列车车内最大噪声出现在客室中部和250 Hz～800 Hz频段内,这与车下声源分布有密切关系。地板隔声和受电靴-供电轨系统空气声源激励变化对车内噪声影响最为显著。通过统计能量分析和灵敏度分析对中低速磁悬浮车内噪声进行预测和分析,为我国中低速磁悬浮列车的低噪声设计提供有益参考。     

隧道内地铁列车车内噪声预测分析

为研究隧道内地铁列车车内噪声特性,建立了隧道-车体有限元-边界元声学分析模型。基于地铁B型车车轨耦合模型和现场试验获取车体二系悬挂力激励和轮轨噪声激励,将激励施加到车体计算分析车内噪声,以广州轨道交通7号线列车噪声试验数据对仿真分析结果进行验证,并研究了结构声和空气声对车内噪声的影响规律。分析结果表明:车内各标准点声压级图变化趋势基本一致,峰值中心频率集中在630 Hz处,主要频段为200～1 600 Hz,车体转向架上方A声级比车体中心高约1.02～2.35 dB(A);结构声对车内噪声的主要影响频段在20～200 Hz,空气声对车内噪声的主要影响频段在200～5 000 Hz,其中500～5 000 Hz频段最为显著;60 km/h车速下,结构声荷载作用下车厢中心处A声级比空气声荷载作用下相同位置高约21 dB(A)。该研究成果可为降低列车车内噪声,改善车内声学环境提供理论依据。     

微穿孔板吸声结构的设计方法

关于微穿孔板吸声结构,已有完整的理论和设计数据.近年来,它在工业噪声控制中的应用越来越广泛,已从普通低速通风排气管道的消声,发展到燃气轮机排气噪声和叶轮机颤振噪声的降低.燃气轮机排气噪声高达130～140dB,流速也不低;而叶轮机叶尖处的流速则在250～300m/s左右,声压级在110dB以上.考虑到高流速和高声级的情况,微穿孔板吸声结构的设计要作必要的修正;一般来说穿孔率要适当提高,同时穿孔的孔径可从丝米级加大到毫米级.这样的结构仍不必附加多孔性吸收材料,因而对流场的影响不大,制作上也较方便.     

高速磁悬浮电机转子低频振动干扰观测与抑制研究

针对磁悬浮电机高速时由于低频振动导致转子失稳问题,利用改进型干扰观测器对磁悬浮电机转子在高速时的低频振动进行观测,进而在控制器中对其进行抑制。此改进型干扰观测器不仅能正确观测出磁悬浮转子高速时的低频振动,还能有效克服磁悬浮转子高速时形变带来的影响。以100kW磁悬浮电机为实验平台,对转子在24 000r/min时进行实验验证。实验表明,加入改进型干扰观测器的主动磁轴承系统相较于原系统,磁悬浮电机转子低频增益减小了20dB,转子的跳动量减小了36.8μm,控制精度提高了63.89%。结果表明:改进型干扰观测器的加入有效抑制了磁悬浮电机转子高速时的低频振动,提高了磁悬浮电机高速时的稳定性。     

高速列车引起的环境噪声及声屏障测试分析

对武广客运专线上高速运行列车引起的环境噪声及声屏障降噪效果进行了实测,测得大量噪声数据.通过分析得到以下结论:高速列车的机车辐射噪声随列车速度的增大而增大;通过路基段时的辐射噪声为82.8～91.8 dB(A),通过桥梁段时为79.3～89.6 dB(A),随着桥梁和路基高度的逐渐增大,辐射噪声略有减小的趋势;噪声频率主要集中在低频段(f=40～80 Hz)和中频段(f=500～8 000 Hz),与桥梁区段相比,路基区段随频率的增加声能量衰减较为平缓.近期路基段铁路边界噪声值在60～65 dB(A),桥梁段为55～60dB(A);中期(2018年)边界噪声的预测噪声值较近期值有明显增大,最大值接近规范限值.路基声屏障降噪效果为6～8 dB(A),桥梁声屏障降噪效果为6～7 dB(A);声屏障越高降噪效果越明显,3.15 m高声屏障降噪效果较2.65 m高声屏障提升2 dB(A)左右.     

自适应空间有源消声系统及其算法

在未知噪声场中,以消声区域声信号的均方和最小为准则,建立自适应空间有源消声系统。本文推导了系统的自适应算法,给出了抵消单频和宽带噪声的计算机仿真结果。结果表明:在初级噪声场中布设二个自适应次级声源,可使消声区域里传感器处的单频噪声功率衰减39dB;对于宽带噪声,传感器处的噪声功率亦能衰减17.3dB。本系统有可能在要求建立局部无噪声区域的场合(例如,各类航行器驾驶员附近)得到应用。本系统已经用高速信号处理芯片TMS320实现。     

高切向流速高声强条件下梯度阻抗吸声超材料研究

在涡扇航空发动机声衬表面，存在高速切向流场与高声强声场耦合问题，吸声机理与调控机制复杂。高切向流速高声强条件下低频宽带噪声的有效吸收极具挑战性。该研究提出考虑高切向流速、高声强以及复杂容抗修正的声阻抗理论方法，设计了梯度阻抗调控吸声超材料。从理论解析计算、有限元数值建模及试验测试三个维度深入分析声波与结构的作用机理和调控规律。结果表明：梯度阻抗吸声超材料可有效提高吸声效率，避免传统声衬吸声频带窄的缺点。在0、30 m/s、60 m/s、98 m/s切向流速和130 dB背景噪声下，提出的梯度阻抗吸声超材料在500～3 000 Hz范围内具备良好吸声效果。该超材料结构简单，在高切向流速高声强复杂边界条件下，仍有深亚波与宽带吸声特性，具有广阔的应用前景。     

基于软件延时补偿的高速磁悬浮电机转子低频颤振抑制研究

针对磁悬浮电机高速时由于低频颤振导致转子失稳问题,由控制系统计算延时及对功放系统影响进行分析、建模,提出控制系统软件延时补偿算法消除控制系统计算延时,提高功放系统高频时电流跟踪能力,抑制磁悬浮电机转子高速时低频颤振,并在100 kW磁悬浮电机上进行实验验证。结果表明,通过软件延时补偿算法消除控制系统计算延时,磁悬浮电机转子低频增益可减小20 dB,转子在24000 r/min时跳动量减小36.8μm,控制精度提高63.89%。该方法不但能有效抑制磁悬浮转子高速时的低频颤振,且可提高磁悬浮电机高速时的稳定性。     

国内首创的道路桥上设置一定长度全封闭声屏障科技成果通过市级鉴定

二○○五年九月十五日，由上海市经委主持对中国船舶工业第九设计研究院研究设计、宜兴强沽防噪声工程有限公司施工安装的道路桥上设置一定长度全封闭声屏障通过了科技成果鉴定。该段声屏障安装于南京惠民三期跨线桥上，系全封闭结构，长约140m，宽18．5m，高约5m，桥高4．5m，四车道。全封闭声屏障隔声降噪量20dB（A），有效地解决了道路交通噪声对居民住宅楼的影响问题，居民住宅窗外噪声由70dB（A）左右降为50dB（A）。该段全封闭声屏障是在道路桥建成通车的情况下设计施工安装的，有一定难度。在技术卜采取了隔声、吸声、采光、抗风载、抗地震等措施．在结构安全和噪声控制方面取得了较大突破和创新。     

一种新型低温送风口的设计与实验研究

设计出了一种新型低温送风口--旋流式低温送风口的样品,并制定了一套详细的试验方案,按照低温送风要求搭建了旋流式低温送风实验台,对旋流式低温送风口样品进行了实验测试.测试结果表明:该旋流式低温送风口能以24Pa的全压、20Pa的管内静压取得数值为1.03的诱导比,诱导效果好、阻力小、能耗低;被测试房间平面方向上最大温差为0.7℃,高度方向上的最大温差0.4℃,温度分布十分均匀,风速范围为0.05m/s~0.19m/s,平均风速为0.99m/s,速度分布均匀,空气分布特性指标(ADPI)为100%,气流组织令人满意;该旋流式低温送风口的噪声很小,在距地1250mm测点处的噪声为53.5dB,仅比本底噪声高3dB;该风口混合出风的相对湿度降低了10%左右,在低温送风状态下表面不会结露.测试结果为该低温送风口在空调工程中的应用可行性提供了科学依据.     

关于我国高速磁悬浮列车发展战略的思考*

高速磁悬浮列车的发展使得人类地面客运交通运行速度可望在21世纪中前期达到500km/h的新水平。根据我国高速客运交通发展的需求和国际战略发展的进展情况，提出了我国发展战略的建议，简要叙述了我国近年来发展的主要成就及对近期工作的建议与展望。     

Side fringing fields and write and read crosstalk of narrow magnetic recording heads

In magnetic recording systems the side fringing fields of magnetic recording heads are responsible for crosstalk from adjacent tracks and eventually for partial erasure of adjacent tracks, thereby limiting the attainable track density. In this paper we derive analytical expressions for the magnetic field near the side of a recording head and calculate the cosine transform of the longitudinal field component, with the head side angle and gap length as parameters. The field of a head of zero width is also considered. Due to the side fringing field the written track is somewhat wider than the geometrical head width; the increase in width being approximately proportional to the maximum field strength in the recording medium and the head-to-medium distance. The amplitudeuof the read crosstalk signal from an adjacent, infinitesimally narrow track is calculated and it appears that it can be approximated byu/u_{0} = 0.5 exp (-2pi x/lambda), where u0is the on-track signal (with zero head-to-medium spacing),xis the distance between track and head side, and λ is the wavelength. Maximum track densities are calculated for a specified crosstalk-to-signal ratio and a given head width and wavelength. For a wavelength of 10 μm, a head width of 5 μm, and a crosstalk of -20 dB, the track density is limited to about 130 tracks/mm, assuming a track width equal to the head width. When the track is taken to be 5 μm wider than the head to account for the effects of the write process, no guardband at all is needed for -20 dB crosstalk and the limit to the track density is 100 tracks/mn.     

高速列车“通过噪声”的测试分析

为了评估高速列车运行时对轨道周围环境的噪声污染程度,对高速列车以不同速度工况通过时的车外辐射噪声(称为"通过噪声")进行了测试,得到了以最大A声级和1/3倍频程A声级标志的列车通过噪声的测量数据。分析了通过噪声的频谱特性、及其与列车速度的关系。测试数据表明高速列车通过噪声是宽频噪声,最大A声级在标准规定测试点上的值达到约90 dB,对铁路附近的噪声污染比较大;通过噪声随着列车速度增大而增大,在时速370 km以上增幅变大。     

磁浮轨检车横向振动及其对磁浮轨道几何参数测量精度的影响

磁浮轨检车是用来检测磁浮轨道几何参数,保证磁浮列车安全运行的轮式特种车辆。建立了磁浮轨检车横向振动二自由度模型,研究了在磁浮轨道随机路面激励下横向振动幅值的大小及其对激光三角法测量磁浮轨道几何参数精度的影响,结果表明该影响在所要求的测量精度范围之内。     

Highly-sensitive and high-resolution all-fiber three-dimensional measurement system

A practical all-fiber three-dimensional measurement system is demonstrated with an incoherent interferometer at the eye-safe wavelength of 1.55 mum. The sensitivity and axial resolution are as high as 102 dB and 1.4 mum from a few meters' distance, respectively. A rotating scanner is developed for axial scanning, and a wide longitudinal scanning range of 54 mm is demonstrated. The high resolution images of a few samples are clearly obtained at the speed of 52 points/s. Moreover, the resolution, sensitivity, speed, and angle dependence are discussed for measurement of a 100 yen Japanese coin.     

基于高速铁路路基冻胀的轮轨动力响应研究

季节性冻土区高速铁路无砟轨道路基冻胀,影响了列车运行的安全性、舒适性以及无砟轨道主体结构的服役性能。为研究路基冻胀和高速行车荷载组合效应下的轮轨动力响应,建立了车辆-轨道-路基冻胀耦合动力学模型,对路基不同冻胀幅值、冻胀位置和行车速度下CRTSⅠ型板式无砟轨道轮轨动力响应及轨道结构受力进行分析。结果表明:冻胀发生区段轮轨动力响应增大,列车以350 km/h运行时的安全性和舒适性满足冻胀管理标准要求,但轮轨力随冻胀幅值和速度的增加而增大;轨道板和底座板振动加剧,在计算冻胀波长和幅值范围内,离缝处轨道板振动加速度峰值超过动态验收标准要求,容易引起离缝处CA砂浆层及路基基床表层伤损破坏,且轨道板、底座板振动加速度随行车速度增加而增大;轨道结构动应力和列车荷载传递关系密切,路基冻胀状态下列车荷载引起轨道板和底座板处于交替和交变的拉压受力状态,需要在设计中提出控制裂纹的措施,行车速度对短波冻胀时轨道结构受力影响较小。     

轨道梁在磁浮列车以共振速度通过时动力响应分析

该文研究了高速磁浮列车运行引起的轨道梁动力响应问题。采用模态综合技术建立了梁墩体系模型,推导了高速磁浮列车轨道梁运动方程,运用迭代技术求解了列车轨道梁系统动力学方程,计算分析了高速磁浮列车通过24m简支轨道梁引起的动力响应,结果表明:随着运行速度提高,轨道梁动力响应相应提高,在350km/h左右存在一阶二次谐波共振;当列车运行速度超过400km/h时,轨道梁和列车动力响应将被显着放大,为避免轨道梁出现一阶一次共振现象,在设计上,应使轨道梁的一阶自振频率远高于磁浮列车与轨道梁的特征频率(即设计速度与车长比值)。     

CRTS III型板式无砟轨道桥梁段环境振动测试分析

为研究CRTS III型板式无砟轨道环境振动特点,对成灌铁路某桥梁段地面振动进行现场测试,分析不同测点地面振动加速度时程特点、频谱特征,并进行1/3倍频程分析和Z振级的衰减分析。结果表明,列车以180 km/h速度通过时,地面振动持续时间约6 s,距线路中心10 m处振动峰值加速度为60 mm/s2;在10 m处振动频谱分布范围在20～90 Hz,高频振动随距离衰减更快,大于20 m处振动主要以15～45 Hz为主;地面振动Z振级的衰减符合对数衰减规律。     

Numerical Study of the Speed-Related Behavior of the Magnetic Force in the HTS Maglev System Based on a 3-D Model

Based on the 3-D model, we recently proposed to investigate numerically the performance of the HTS maglev system. The speed-related behavior of this kind of maglev system is further studied in this article. The 3-D model is firstly briefly introduced: the 3-D governing equations are established with current vector potential (T) as the state variable, and the special anisotropic behavior and the nonlinear E?CJ characteristic of the HTS were taken into account by an elliptical model and power-law model, respectively. Using a translational symmetry levitation system, which is composed of a rectangular HTS and a permanent magnet guideway (PMG) as an example, the speed-related behavior of the magnetic force in three different cases??i.e., the levitation force (LF) versus gap relation under the vertical movement, the time evolution of the LF, the guidance force (GF) versus lateral displacement relation under the transverse movement??are investigated. The result indicates that, with the increase of the speed, both the LF and GF increase but the rate of increase is reduced and finally saturates when the speed is large enough. We also find that the commonly used speed of 1 mm/s to investigate the magnetic force of the bulk HTS in the experiment is reasonable because both the LF and GF tend to saturate at this speed. For the time evolution study of the LF, although the peak value of the LF is largest when the speed is largest, the LF decay in the relaxed process is most serious, and consequently the final LF at different speeds is almost identical after relaxation. Therefore, the magnetic force cannot be enhanced by simply increasing the speed in the practical application.     

Pedestrian crossing situations: Quantification of comfort boundaries to guide intervention timing

Introduction

Technical systems that warn or brake for vehicle–pedestrian encounters reduce injuries more effectively the earlier an intervention is initiated. However, premature intervention can irritate drivers, leading to system deactivation and, consequently, no injury reduction whatsoever. It has been proposed that no intervention should be initiated as long as attentive drivers are within their comfort zones. This study aims at quantifying driver comfort boundaries for pedestrian crossing situations to offer guidance for the appropriate timing of interventions.

Methods

Sixty two volunteers drove through an intersection on a test track at 30 and 50 km/h. A pedestrian dummy was launched from behind an obstruction towards the driving path of the approaching car. Brake onset indicated discomfort. Time to collision (TTC), longitudinal and lateral distance were measured at brake onset.

Results

TTC was independent of driving speed ranging from 2.1 to 4.3 s with a median of 3.2 s. Longitudinal distance ranged from 19 to 48 meters with an apparent difference between driving speeds. Lateral distances differed slightly, but significantly between driving speeds. The median was 3.1 m (3.2 m for 30 km/h and 2.9 m for 50 km/h) and values ranged from 1.9 to 4.1 m. Lateral distance in seconds ranged from 1.9 to 4.3 s with a median value of 3.1 s (3.2 s for 30 km/h and 3.0 s for 50 km/h).

Discussion

TTC was independent of driving speed, trial order and volunteer age. It might be considered suitable to intervene in situations where, for example, 90% of drivers have exceeded their comfort boundary, i.e. when drivers have already initiated braking. This percentile value translates to intervention at a TTC of 2.5 s (95% confidence 2.4–2.7 s). The study was limited to Swedish nationals, fully aware drivers, and two driving speeds, but did not investigate behavioural changes due to system interaction.

Conclusion

This study showed that TTC at brake onset was a suitable measure for the quantification of driver comfort boundaries in pedestrian crossing situations. All drivers applied their brakes prior to 2.1 s TTC.