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The New Pendolino Family: Higher Acoustic Comfort and Reduced Environment Impact

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The New Pendolino Family: Higher Acoustic Comfort and Reduced Environment Impact The New Pendolino family: higher acoustic comfort and reduced environment impact N. Manzi1– D. Miranda2 1ALSTOM Ferroviaria Acoustics & Aerodynamics Responsible, Savigliano, Italy, 2ALSTOM Ferroviaria Design Platform Not Articulated Train Responsible, Savigliano, Italy Abstract ALSTOM is developing a new generation of tilting trains. During the design stage of these trains, special attention is given to the acoustic comfort and the environmental impact. Thus, acoustic signature is a key parame ter in designing the new Pendolino. From the experience obtained from the previous version of tilting trains, it is known that the main component of noise, when the trains are operated at high speed, is generated by the aerodynamic effects. This component has an important contribution to the noise level inside the car and on the environmental impact. Up to now, the aero -acoustic noise has been controlled through the aerodynamic optimisation of the train shape. For the New Pendolino project, a new methodolo gy of analysis has been developed in order to be able to evaluate the impact of the retained train design not only from a qualitative point of view but also from quantitative point of view. Thus, this methodology does not only give the localization of sour ces but does also quantify the main aero -acoustic sources and also does give an evaluation of the contribution of aero -acoustic noise sources on the noise level inside the car as the environmental impact of the train. The aero-acoustic prediction of noise level is based on a combination of CFD (Computational Fluid Dynamic) numerical models and physical tests on scaled mock -ups in wind tunnel. The geometrical models at scale 1:5 and at full -scale for the CFD calculations is obtained from the 3D CATIA model of the train, used for structural design. The geometrical scale 1:5 model is used also to produce the mock -up at scale 1:5 for test in the wind tunnel. The comparison of the analytical results and the experimental measurements carried out with the mock -up at scale 1:5 demonstrates that reliable CFD calculations with the full -scale model can be obtained and thus the influence of the aero - acoustic sources on the inside and outside noise can be quantified. 1 Introduction The problem of the noise generation duri ng the running of the train is a difficult design aspect to face during the development of a new project, especially when the train can run at 250km/h or more. The noise generated during the train movement is radiated outside, with an environment impact on persons and things near the line, and transmitted inside with an impact in terms of passenger comfort and crew health. For the driver point of view the noise impact has an importance in term of safety being important to limit the noise tiredness effects that can prejudice the necessary level of the attention during the work. 1 2 Aerodynamic noise of rolling stocks The noise problem for the railway transport is separated in two parts according to its impact on people. These two parts are defined in external an d internal noise. The noise produced by the railway vehicles is due to the numerous noise sources present inside and outside. These sources can be divided in three different categories: - equipments (traction and auxiliary); - rolling (noise generated by the wheel/rail contact); - aerodynamic sources. Such noise sources have a different contribution on the internal and the external noise and change also with the train speed. During the starting and at low train speeds the main source are the equipments, after t he rolling noise becomes the principal, at speed of around 200 km/h the aerodynamic noise becomes the dominant. In the Figure 1 there is a typical example of variation of the sound pressure level with train speed. Figure 1: Typical variation of the sound pressure level with the train speed. The noise control in the development of a new project due to the equipments and the rolling have an important role on the noise produced by the roll ing stock, but today such sources are more simple to manage than the aero -acoustic sources. For this reason Alstom is working to develop a new methodology to control these particularly sources. Based on previous experiences it was possible select and loca te the principal aerodynamic sources produced on the train and test their influence on the internal and external noise. Figure 2 shows the result of a noise simulation of external noise produced by train with distributed power like Pendolino. Such calculation was validated with experimental pass - by of the train on the Italian high speed line “Direttissima” that connect Florence Rome. The measurement and calculation was carried out at a distance of 7.5m from the centre line of the track. The simulation allows to separate the contribution of the different typical sources. The fine continuous curve represent the rolling noise contribution. The main peaks are present in correspondence with the bogies passage. 2 The squares r epresent the equipment contribution. In this case the main equipments are located near the motor bogie (gearbox and traction motor). The circles represent the aero -acoustic sources contribution. In particularly such sources are located in: o The train head and first bogie where there is the first noise peak o The intermediate bogies and gangway, sequence of peak after the passage of the nose and before the passage of the last vehicle o The pantograph area (at the end of head vehicle). Its contribution is present at the beginning of the passage of end vehicle. o The train tail where there is the last important peak. The thick curve represents the sum of all the previous contributions. Pa -5 LpA dB(A) re 2*10 3 4 5 6 7 8 Time [s] Rolling Rolling Traction equipments Rolling Traction equipments Aero-acoustic Traction equipments Rolling Aero-acoustic Total Rolling Equipments Aero-acoustic Figure 2: Pass-by at 7.5m from the centre line of the track – 250km/h of train speed. The example clearly demonstrated the importance of the aerodynamic sources for the exterior noise, especially when the maximum sound pressure level is an important design target (LpAFmax). As anticipated the noise of aero dynamic origin has an important contribution also inside the train. This is particularly evident on train with distributed power where the passenger compartment are present also in the leading vehicle and close to the driver’s cab. An example of aero -acoustic contribution inside the passenger compartment is presented in Figure 3 which shows the sound pressure level spectra measured in the same position of passenger compartment when the vehicle is the leading one an d when it is the last one. The noise measured when the vehicle is in the leading position is higher than the noise measured when it is at the end of the convoy. This is due to the different contribution of the aerodynamic sources, more important when the v ehicle is in the leading position. 3 Pa -5 LpA dB(A) re 2 10 Leading vehicle End vehicle Frequency - 1/3 octave band [Hz] Figure 3: Sound pressure level spectra measured in the same position in the passenger compartmet when the vehicle is the leading and when it is the end. These simple considerations confirm the importance of the aero -acoustic sources for a train with distributed power like the Pendolino. The origin of the aerodynamic noise is based mainly on the following phenomena: - Flow detachment on the vehicle surfaces with the generation of macro vortex (narrow band component normally at low frequencies); - Turbulent boundary layer (broad band in the range of the medium and high frequencies); - Cavity effects. In principle a good streamline shape of the train is a condition necessary for a low aero - acoustic noise level. Normally to evaluate the aerodynamic behaviour of a train, wind tunnel tests with scale models were carried out. This method has some limitations in term of geometrical detail, mock-up scale factor, Reynolds number and extrapolation of the res ults to the real vehicle (scale 1:1). When the aim of the test is the measurement of aero -acoustic sources an anechoic or a quasi -anechoic wind tunnel is necessary. In the last 10 years numerical simulations CFD (Computational Fluid Dynamics) have gained consideration in the evaluation of the aerodynamic behaviour of the vehicles. Special tools have been developed to study the aero -acoustic phenomena. These tools are able to consider a very detailed geometry of the vehicle and thanks to the fast parallel CPUs they are able to carry out the aero -acoustic simulation in a reasonable time. For the development of the new Pendolino family, Alstom decided to use both methods, test in wind tunnel and CFD calculation, in order to define a methodology to evaluate and localize the main aero -acoustic source on the train. 3 Project procedure in ALSTOM Ferroviaria In order to obtain reliable aero -acoustic calculations Alstom settled an experimental - numerical procedure that permits to obtain simulations of the aero -acoustic behaviour of a new conception train. 4 Preparation of the 3D CATIA Phase (1) model of the vehicles Validation of the numerical CFD model in Phase (2) scale 1:5 Guide line to the preparation of the geometry and calculation set-up for the full scale model CFD calculation with the real geometry of Phase (3) the vehicles Internal and external noise prediction Phase (4) The procedure consists in the following four phases: - Phase 1 – Preparation of the vehicles geometry - Phase 2 – Numerical model validation in scale 1:5 - Phase 3 – CFD calculation with the real geometry of the vehicl e in scale 1:1 - Phase 4 – Noise predictions 3.1 Preparation of the vehicles geometry – Phase 1 This phase consists on the preparation of the geometry necessary to realize the physical model in scale 1:5 to be used in the wind tunnel and the mathematical models in scale 1:5 (Figure 4) and 1:1 (Figure 5) for the CFD calculations (phase 3).
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