为研究高速列车受电弓气动噪声特性，利用大涡模拟方法计算高速列车受电弓表面脉动压力，并将其作为远场声场计算输入；利用Lighthill声学比拟理论计算高速列车受电弓远场气动噪声，并研究其声压级特性、频谱特性及速度依赖规律。计算结果表明：高速列车受电弓气动噪声的声压级在纵向方向上变化较大，最大声压级位于受电弓后方横截面上；声压级在距轨面0.5~5.0 m的垂向方向上变化较小，最大差异在0.5 dB以内；声压级在距轨道中心线7.5~30 m的横向方向上发生衰减，且不同车速下声压级衰减12.0~12.3 dB。通过频谱分析发现，受电弓气动噪声的主要能量分布在100~700 Hz，主要频率随车速增加往高频部分移动；受电弓气动噪声的功率谱密度随测点距轨道中心线距离的增加显著减小，但其主要频率基本不发生变化。受电弓气动噪声声压级随着车速的增加而显著增大，且与车速的对数近似成线性关系。
In order to study the aerodynamic noise characteristics of the pantograph of the high-speed train, the fluctuating pressure on the pantograph surface of the high-speed train, which is the computation input of the far-field aerodynamic noise, is computed using the large eddy simulation method. The far-field aerodynamic noise of the pantograph of the high-speed train is computed using the Lighthill's acoustics analogy theory. Then, the sound pressure level characteristics, spectral characteristics and the speed dependence law of the aerodynamic noise of the pantograph of the high-speed train are studied. Computation results show that the sound pressure level of the aerodynamic noise of the pantograph of the high-speed train varies greatly in longitudinal dimension with the maximum sound pressure level appearing in the cross section behind the pantograph. The sound pressure level varies little in the vertical dimension of 0.5~5.0 m above the rail surface, and the maximum difference of the sound pressure level for the same train speed is less than 0.5 dB. The sound pressure level decays in the lateral dimension of 7.5~30 m away from the track centerline, and it decays about 12.0~12.3 dB for a variety of train speed. Spectrum analysis shows that the main energy of aerodynamic noise of the pantograph distributes between 100~700 Hz. The main frequency of the aerodynamic noise of the pantograph moves to a higher frequency range with the increasing of the train speed. The power spectral density of the aerodynamic noise of the pantograph decreases quickly when the measure point moves away from the track centerline, while the main frequency has little change. The sound pressure level of the aerodynamic noise of the pantograph increases significantly with the increasing of the train speed, and has a linear relationship with the logarithm of the train speed.
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