| Firstly, in this pater the model of the diesel locomotive is established based on two-dimensional drawings in CATIA environment.What’s more, with the diesel locomotive model and the cabs cavity discrete, the diesel locomotive and cab cavity finite element model are established. The diesel locomotive cab"s acoustic response is computed based on LMS Virtual.Lab. The common feature of the left and the right cabs is the acoustic filed have clear interference paten. With the frequency becoming high, the acoustic distribution become complex. The different features of two cabs are the left cab’s acoustic field peak frequencies are68Hz,76Hz,86Hz,98Hz and124Hz, however, the right cab’s acoustic field peak frequencies are68Hz,73Hz,85Hz, and120Hz.Through the analysis of the structure model and acoustic model we can draw the conclusion that the reasons of the peak frequencies are structure resonance and acoustic cavity resonance. In the close structure, the coupled relationship between the cab siding and air can’t ignore when the siding vibration is considered and the acoustic model participate factor is effective method to understand the vibration of the cavity air.To clearer understand the noise caused by the vibration of the cab siding and have a clear direction for improving the structure of the cab, the cab siding acoustic contribution should be analyzed to confirm the major noise source in the cab. The compute conclusion show the cab siding contribution changed a great deal, the changing is not only in the amplitude but also in phase. To have a good results of noise reduction, when improving the cab structure, consider the problem as a whole.At last, when the absorbent material is used in diesel locomotive cab, the left cab have a good result in noise reduction as a whole, however, in some frequencies the noise reduction is not effective. The right cab which used the same material has not a good noise reduction as a whole, but in peak frequencies the reduction are effective. |
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