CN108660956B - Combined track traffic sound and wind barrier - Google Patents
Combined track traffic sound and wind barrier Download PDFInfo
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- CN108660956B CN108660956B CN201810825418.4A CN201810825418A CN108660956B CN 108660956 B CN108660956 B CN 108660956B CN 201810825418 A CN201810825418 A CN 201810825418A CN 108660956 B CN108660956 B CN 108660956B
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Classifications
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- E—FIXED CONSTRUCTIONS
- E01—CONSTRUCTION OF ROADS, RAILWAYS, OR BRIDGES
- E01F—ADDITIONAL WORK, SUCH AS EQUIPPING ROADS OR THE CONSTRUCTION OF PLATFORMS, HELICOPTER LANDING STAGES, SIGNS, SNOW FENCES, OR THE LIKE
- E01F8/00—Arrangements for absorbing or reflecting air-transmitted noise from road or railway traffic
- E01F8/0005—Arrangements for absorbing or reflecting air-transmitted noise from road or railway traffic used in a wall type arrangement
- E01F8/0011—Plank-like elements
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- E—FIXED CONSTRUCTIONS
- E01—CONSTRUCTION OF ROADS, RAILWAYS, OR BRIDGES
- E01F—ADDITIONAL WORK, SUCH AS EQUIPPING ROADS OR THE CONSTRUCTION OF PLATFORMS, HELICOPTER LANDING STAGES, SIGNS, SNOW FENCES, OR THE LIKE
- E01F7/00—Devices affording protection against snow, sand drifts, side-wind effects, snowslides, avalanches or falling rocks; Anti-dazzle arrangements ; Sight-screens for roads, e.g. to mask accident site
- E01F7/02—Snow fences or similar devices, e.g. devices affording protection against sand drifts or side-wind effects
- E01F7/025—Devices specially adapted for protecting against wind, e.g. screens, deflectors or attenuators at tunnel or lock entrances
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- Devices Affording Protection Of Roads Or Walls For Sound Insulation (AREA)
Abstract
The application discloses a combined type track traffic sound-wind barrier, which comprises a plurality of upright posts, wherein the upright posts are arranged at two sides of an overhead line at intervals along the longitudinal direction of the overhead line and fixedly connected to a base or a bottom surface, a wind-sound barrier unit is arranged between two adjacent upright posts positioned at the same side of the overhead line, the wind-sound barrier unit comprises a wind barrier layer used for guiding and discharging side wind currents so as to prevent the side wind currents from impacting a vehicle running on the overhead line, and a sound barrier layer used for preventing the outward transmission of noise generated by the running of the vehicle on the overhead line, the wind barrier layer and the sound barrier layer are both superposed and arranged, the wind barrier layer is arranged towards the outer side of the overhead line, the sound barrier layer is arranged towards a vehicle running area, and a gap between the wind barrier layers and a gap between the sound barrier layers form a flow guide channel of the side wind currents. According to the combined type rail transit sound-wind barrier, the sound-wind barrier units are arranged on the upright posts on two sides of the overhead line, so that the requirements of wind resistance and noise reduction of the overhead line are met.
Description
Technical Field
The application relates to the technical field of rail transit, in particular to a combined type rail transit sound and wind barrier.
Background
The construction cost and the operation energy consumption of the overhead line of the urban rail transit have larger advantages compared with underground lines and ground lines, so that the overhead line laying mode, such as overhead highways, overhead tracks, overhead bridges and the like, is adopted for numerous urban traffics in China. Because no barrier such as trees is arranged around the rail bridge which is erected at the high position, noise generated by a train running on an overhead line is easier to spread, and noise pollution is caused.
At present, in order to solve the problem of noise pollution, although the problem of noise pollution is solved to a certain extent by installing sound barrier plates at two sides of an overhead line, the situation that trees or other buildings are not blocked around a rail which is erected at a high place is not considered, and the side wind currents at two sides of the overhead line are larger, especially for coastal areas with frequent windy weather, the side wind currents at two sides of the overhead line impact vehicles in a driving area, especially when the direction of the side wind currents is perpendicular to a vehicle body surface, the air current impact force is maximum, the driving safety and comfort are reduced, and because the sound barrier is of an impermeable plate-shaped structure, the air currents at two sides of the overhead line directly act on the vehicles, but the air current impact the sound barrier plates increases the wind load borne by the overhead line, and influences the stability of the overhead line structures such as the overhead highway, the overhead rail and the overhead bridge.
Disclosure of Invention
The application provides a combined type track traffic sound and wind barrier, which aims to solve the technical problem that the sound barriers at two sides of the existing traffic overhead line cannot meet the wind resistance requirement of the traffic overhead line.
According to one aspect of the application, there is provided a combined rail transit sound-wind barrier comprising a plurality of uprights arranged at intervals on both sides of an overhead line in the longitudinal direction of the overhead line and fixedly connected to a base or a bottom surface, a wind-sound barrier unit being provided between adjacent uprights on the same side of the overhead line, the wind-sound barrier unit comprising a wind barrier layer for guiding and discharging a side wind stream to prevent the side wind stream from striking a vehicle travelling on the overhead line, and a sound barrier layer for preventing the outward transfer of noise generated by the vehicle travelling on the overhead line, the wind barrier layer and the sound barrier layer being arranged in a superimposed manner, and the wind barrier layer being arranged towards the outside of the overhead line, the sound barrier layer being arranged towards a vehicle travelling area, a gap between the wind barrier layers and a gap between the sound barrier layers constituting a flow guide channel for the side wind stream.
Further, the sound-wind barrier further comprises transverse connection plates fixedly arranged on the upright posts and used for connecting two adjacent upright posts, and connection ribs which are longitudinally arranged at intervals along the overhead line and fixedly arranged on the transverse connection plates, wherein the transverse connection plates and/or the connection ribs are used for installing the wind barrier layer and the sound barrier layer.
Further, the wind barrier layer comprises a plurality of wind shielding blades fixedly arranged on the connecting ribs and distributed at intervals along the vertical direction.
Further, the spacing between adjacent wind shielding blades is adjustable and/or the included angle between the blade surfaces of the wind shielding blades and the vertical direction is adjustable.
Further, a wind nozzle for improving the flow guiding performance of the wind shielding blade is arranged on the surface of the wind shielding blade facing the outer side of the overhead line.
Further, the sound barrier layer comprises a sound barrier plate arranged at the upper part of the upright post and a resonance cavity arranged on the connecting rib and/or the transverse connecting plate; the resonance cavity is a cavity provided with an opening and the opening faces to the vehicle running area; or the inner cavity of the resonance cavity is divided into a plurality of independent cavities which are not communicated with each other, and the independent cavities are provided with openings facing the vehicle driving area.
Further, the opening is at least one of a gap, a through hole and a through groove arranged on the resonance cavity.
Further, the resonance cavity comprises a first resonance cavity and a second resonance cavity with different silencing frequencies; the first resonance cavities and the second resonance cavities are respectively arranged at the upper part and the lower part of the sound barrier layer; or the first resonance cavity and the second resonance cavity are alternately arranged; or the first resonance cavities and the second resonance cavities are alternately arranged; or a plurality of first resonance cavities and a second resonance cavity are alternately arranged; or the first resonance cavities and the second resonance cavities are respectively arranged at two sides of the sound barrier layer, and the first resonance cavities are arranged between the second resonance cavities and the wind barrier layer.
Further, the inner wall of the cavity of the resonance cavity is provided with a sound-absorbing layer, and the sound-absorbing layer is a sound-absorbing coating sprayed on the inner wall of the cavity, a sound-absorbing material attached to the inner wall of the cavity and/or sound-absorbing holes distributed on the inner wall of the cavity.
Further, the sound barrier panel is inclined, curved or bent toward the vehicle running area.
The application has the following beneficial effects:
according to the combined type rail transit sound-wind barrier, the sound-wind barrier units are arranged on the upright posts on two sides of the overhead line, so that the requirements of wind resistance and noise reduction of the overhead line are met; the wind barrier layer is used for guiding and discharging the side wind flow so as to prevent the side wind flow from causing air flow impact on vehicles running on the overhead line; noise generated by the vehicle in the vehicle driving area is reduced and absorbed through the sound barrier layer and then blocked by the wind barrier layer, so that the noise transmitted outwards is further reduced; through the lamination of wind barrier layer and sound barrier layer layout, wind barrier layer lays towards the overhead line outside, the sound barrier layer lays towards the vehicle region of traveling, the wind air current passes through the clearance between the wind barrier layer after the direction of wind barrier layer and the bleeder stream, and then pass through the sound barrier layer and further direction and bleeder stream to the wind air current of side, a part of wind air current is blocked outside by wind barrier layer and sound barrier layer, a part of wind air current passes from the clearance between wind barrier layer and the sound barrier layer after the water conservancy diversion of wind barrier layer and sound barrier layer, because the contained angle of wind air current and the automobile body face of the vehicle that traveles on the overhead line after the water conservancy diversion reduces, consequently, the impact on the vehicle is very little, through the baffle and the water conservancy diversion of wind barrier layer to the wind air current of side, the vehicle that has avoided the wind air current to traveles on the overhead line causes the air current to strike, driving safety and travelling comfort have been improved, and clearance between wind barrier layer and the clearance between the sound barrier layer provide the free circulation's passageway of air current, the wind load of wind barrier layer and sound barrier layer between the wind barrier layer and the road barrier layer between the wind barrier layer and the road barrier layer of overhead line has been reduced, overhead bridge road bridge, overhead road bridge structure stability such as overhead line structure has been improved.
In addition to the objects, features and advantages described above, the present application has other objects, features and advantages. The present application will be described in further detail with reference to the drawings.
Drawings
The accompanying drawings, which are included to provide a further understanding of the application and are incorporated in and constitute a part of this specification, illustrate embodiments of the application and together with the description serve to explain the application. In the drawings:
FIG. 1 is a schematic structural view of a modular rail transit sound and wind barrier according to a preferred embodiment of the present application;
FIG. 2 is a schematic longitudinal sectional view of a combined track traffic sound and wind barrier according to a preferred embodiment of the present application;
FIG. 3 is a schematic cross-sectional view of a modular rail transit sound and wind barrier according to a preferred embodiment of the present application;
fig. 4 is a schematic structural diagram of a combined rail transit sound and wind barrier according to another embodiment of the present application.
Legend description:
1. a column; 2. a transverse connection plate; 3. a connection rib; 4. a wind shielding blade; 5. a resonance chamber; 51. a first resonant cavity; 52. a second resonance chamber; 53. a third resonance chamber; 6. an acoustic barrier panel.
Detailed Description
Embodiments of the application are described in detail below with reference to the attached drawing figures, but the application can be practiced in a number of different ways, as defined and covered below.
FIG. 1 is a schematic structural view of a modular rail transit sound and wind barrier according to a preferred embodiment of the present application; FIG. 2 is a schematic longitudinal sectional view of a combined track traffic sound and wind barrier according to a preferred embodiment of the present application; FIG. 3 is a schematic cross-sectional view of a modular rail transit sound and wind barrier according to a preferred embodiment of the present application; fig. 4 is a schematic structural diagram of a combined rail transit sound and wind barrier according to another embodiment of the present application.
As shown in fig. 1, the combined track traffic sound-wind barrier of this embodiment includes a plurality of posts 1, the posts 1 are arranged at two sides of an overhead line at intervals along the longitudinal direction of the overhead line and fixedly connected to a base or a bottom surface, a wind-sound barrier unit is disposed between two adjacent posts 1 on the same side of the overhead line, the wind-sound barrier unit includes a wind barrier layer for guiding and discharging a side wind flow to prevent the side wind flow from impacting a vehicle traveling on the overhead line, and a sound barrier layer for preventing the outward transmission of noise generated by the vehicle traveling on the overhead line, the wind barrier layer and the sound barrier layer are both arranged in an overlapping manner, and the wind barrier layer is arranged towards the outer side of the overhead line, and the sound barrier layer is arranged towards a vehicle traveling area, and a gap between the wind barrier layers and a gap between the sound barrier layers form a diversion channel for the side wind flow. According to the combined type rail transit sound-wind barrier, the sound-wind barrier units are arranged on the upright posts 1 on two sides of the overhead line, so that the requirements of wind resistance and noise reduction of the overhead line are met; the wind barrier layer is used for guiding and discharging the side wind flow so as to prevent the side wind flow from causing air flow impact on vehicles running on the overhead line; noise generated by the vehicle in the vehicle driving area is reduced and absorbed through the sound barrier layer and then blocked by the wind barrier layer, so that the noise transmitted outwards is further reduced; through the lamination of wind barrier layer and sound barrier layer layout, wind barrier layer lays towards the overhead line outside, the sound barrier layer lays towards the vehicle region of traveling, the wind air current passes through the clearance between the wind barrier layer after the direction of wind barrier layer and the bleeder stream, and then pass through the sound barrier layer and further direction and bleeder stream to the wind air current of side, a part of wind air current is blocked outside by wind barrier layer and sound barrier layer, a part of wind air current passes from the clearance between wind barrier layer and the sound barrier layer after the water conservancy diversion of wind barrier layer and sound barrier layer, because the contained angle of wind air current and the automobile body face of the vehicle that traveles on the overhead line after the water conservancy diversion reduces, consequently, the impact on the vehicle is very little, through the baffle and the water conservancy diversion of wind barrier layer to the wind air current of side, the vehicle that has avoided the wind air current to traveles on the overhead line causes the air current to strike, driving safety and travelling comfort have been improved, and clearance between wind barrier layer and the clearance between the sound barrier layer provide the free circulation's passageway of air current, the wind load of wind barrier layer and sound barrier layer between the wind barrier layer and the road barrier layer between the wind barrier layer and the road barrier layer of overhead line has been reduced, overhead bridge road bridge, overhead road bridge structure stability such as overhead line structure has been improved.
As shown in fig. 1 and 2, the sound-wind barrier further comprises a transverse connection plate 2 fixedly arranged on one side of the upright 1 close to the vehicle driving area and connecting the two adjacent upright 1, and connection ribs 3 which are longitudinally arranged at intervals along the overhead line and fixedly arranged on one side of the transverse connection plate 2 close to the outer side of the overhead line, wherein the transverse connection plate 2 and/or the connection ribs 3 are used for installing a wind barrier layer and a sound barrier layer. The sound-wind barrier unit is required to bear the impact of a plurality of airflows in different directions, in particular to crosswind airflows, so that the sound-wind barrier unit has certain structural stability, and the wind barrier unit and the sound barrier layer are arranged in layers by arranging the wind barrier layer and the sound barrier layer on the transverse connection plates 2 and the connection ribs 3, and the transverse connection plates 2 and the connection ribs 3 form a supporting net frame of the wind barrier layer and the sound barrier layer, so that the structural stability of the sound-wind barrier unit is improved.
As shown in fig. 1 and 2, the wind barrier layer includes a plurality of wind shielding blades 4 fixed to the connection rib 3 and arranged at intervals in the vertical direction. The upper and lower blade surfaces of the wind shielding blade 4 are streamline-shaped. The flow direction of the side air flow outside the overhead line is changed after passing through the wind shielding blades 4, so that the influence of the side air flow on the safety and stability of the running vehicle caused by the fact that the side air flow directly acts on the running vehicle on the overhead line is avoided. Alternatively, the wind shielding blade 4 is made of a sound absorbing material having strength and toughness. Optionally, an interlayer is provided in the wind shielding blade 4, and the interlayer is filled with a sound absorbing material. The wind shielding blade 4 guides and discharges the lateral wind flow of the overhead line and absorbs a part of noise generated by the vehicle on the overhead line.
In another embodiment of the present application, the sound-wind barrier further includes a plurality of transverse connection plates 2 fixedly arranged on one side of the upright 1 close to the vehicle driving area and connecting the adjacent two uprights 1, and the plurality of transverse connection plates 2 are arranged at intervals along the vertical direction. The wind barrier layer comprises wind shielding blades 4 which are fixedly arranged on one side of the transverse connection plate 2, which is close to the outer side of the overhead line, and are distributed at intervals along the longitudinal direction of the overhead line.
As shown in fig. 2, the pitch between adjacent wind shielding blades 4 is adjustable and/or the angle between the blade surfaces of the wind shielding blades 4 and the vertical direction is adjustable. The pitch of the wind shielding blades 4 and the angle between the blade surfaces of the wind shielding blades 4 and the vertical direction are adjusted according to the dominant wind direction of the installation place of the sound-wind barrier. The included angle between the blade surface of the wind shielding blade 4 and the vertical direction is smaller than the included angle between the dominant wind direction of the sound-wind barrier installation place and the vertical direction, so that the air flow outside an overhead line is ensured, a part of the air flow is blocked by the wind shielding blade 4, and the air flow passes through the gap of the wind shielding blade 4 through the diversion of the wind shielding blade 4, and the unstable running caused by the direct impact of the air flow on the running vehicle is avoided due to the change of the direction of the air flow. Alternatively, the wind shielding blade 4 is mounted on the connection rib 3 through a rotation shaft. The plurality of wind shielding blades 4 are connected by a synchronous connection mechanism. The synchronous connecting mechanism is connected with the driving device, and the driving device drives the synchronous connecting mechanism to move up and down along the vertical direction and drives the wind shielding blade 4 to rotate so as to change the angle of the wind shielding blade 4. Optionally, the connecting rib 3 is provided with a plurality of mounting grooves of different angles and different pitches. The wind shielding blades 4 are mounted in different mounting grooves to change the angle and the interval between the wind shielding blades 4. Optionally, a chute is arranged on the connecting rib 3, the wind shielding blade 4 is installed in the chute and connected with a driving device, and the wind shielding blade 4 is driven by the driving device to slide up and down along the chute so as to change the interval between the wind shielding blade 4 and the adjacent wind shielding blade 4.
The wind shielding blade 4 is provided with a tuyere for improving the flow guiding performance of the wind shielding blade 4. The longitudinal section of the tuyere is V-shaped or U-shaped. The side wind of the overhead line flows out of the overhead line after entering the tuyere and being reflected by the bottom, so that the impact of a part of the side wind entering the vehicle driving area on the driving is reduced.
As shown in fig. 1, 2 and 3, the sound barrier layer comprises a sound barrier plate 6 arranged at the upper part of the upright 1 and a resonance cavity 5 arranged on the connecting rib 3 and/or the transverse connecting plate 2; the resonance cavity 5 is a cavity provided with an opening and the opening faces to the vehicle running area; or the inner cavity of the resonance cavity 5 is divided into a plurality of independent cavities 5 which are not communicated with each other, and the independent cavities 5 are provided with openings which face the vehicle running area. The sound wave of the noise generated by the vehicle running on the overhead line enters the cavity along the opening, and the air column at the opening generates intense motion due to resonance and is in intense friction with the inner wall of the cavity, so that a large amount of sound wave energy is consumed, and the propagation of the noise is reduced. The sound absorption coefficient is larger and the sound absorption effect is better as the sound frequency is closer to the resonance frequency. The sound barrier panel 6 serves to block noise from propagating from above. Optionally, the sound barrier panel 6 is made of acrylic plate, glass fiber reinforced plastic plate, metal micropore sound absorbing plate and/or color steel plate.
As shown in fig. 3, the opening is at least one of a slit, a through hole, and a through groove provided in the resonance chamber 5. The sound absorption frequency of the resonance chamber 5 is related to the sectional area of the opening, the volume of the resonance chamber 5, and the depth of the opening. In this embodiment, the opening is a slit provided in the resonance chamber 5. When the volume of the resonance chamber 5 is the same as the width of the slit, the greater the depth of the slit, that is, the thickness of the cavity of the resonance chamber 5, the lower the sound absorption frequency of the resonance chamber 5. In the case where the volume of the resonance chamber 5 communicates with the thickness of the cavity of the resonance chamber 5, the narrower the width of the slit is, the lower the sound absorption frequency of the resonance chamber 5 is. Accordingly, the resonance chambers 5 of different sound absorption frequencies can be selected according to the noise frequency range of the overhead line.
As shown in fig. 1, 2 and 3, the resonance chamber 5 includes a first resonance chamber 51 and a second resonance chamber 52 having the same or different muffling frequencies. When the frequency range of noise generated in the vehicle running area of the overhead line where the sound-wind barrier is installed is relatively wide, the plurality of first resonant cavities 51 and the plurality of second resonant cavities 52 with different sound-damping frequencies are arranged in different areas of the sound-wind barrier and absorb noise with different frequencies respectively, so that the sound absorption range of the sound-wind barrier is widened. When the frequency range of noise generated by the vehicle running area of the overhead line where the sound-wind barrier is installed is single, the noise with the same frequency range is intensively absorbed by arranging the plurality of first resonant cavities 51 and the plurality of second resonant cavities 52 with the same noise elimination frequency in different areas of the sound-wind barrier. Alternatively, the plurality of first resonance chambers 51 and the plurality of second resonance chambers 52 are arranged at the upper and lower portions of the acoustic barrier layer, respectively. The plurality of first resonant cavities 51 are fixedly arranged between the two transverse connecting plates 2 at the upper part, and each first resonant cavity 51 is fixedly connected with the upper part of the connecting rib 3. A plurality of second resonance chambers 52 are fixedly arranged between the two transverse connection plates 2 at the lower part, and each second resonance chamber 52 is fixedly connected with the lower part of the connection rib 3. The first resonance chamber 51 and the second resonance chamber 52 are used to absorb noise of a non-passing frequency, respectively. The sound barrier layer and the wind barrier layer are integrally installed through the transverse connection plates 2 and the connection ribs 3, so that the overall stability and wind load resistance of the combined track traffic sound and wind barrier are improved.
Alternatively, the first resonance chamber 51 and the second resonance chamber 52 are alternately arranged. Alternatively, the plurality of first resonance chambers 51 and the plurality of second resonance chambers 52 are arranged alternately. Alternatively, a plurality of first resonance chambers 51 and one second resonance chamber 52 are arranged alternately. The first resonance cavity 51 and the second resonance cavity 52 are alternately arranged, so that a plurality of areas of the sound barrier layer can absorb noise with various frequencies. Wherein the sound absorption frequencies and the number of the first resonance chambers 51 and the second resonance chambers 52 are selected according to the noise frequency of the overhead line.
Alternatively, the resonance chamber 5 includes a first resonance chamber 51 and a second resonance chamber 52 having the same or different muffling frequencies. The first resonant cavities 51 and the second resonant cavities 52 are respectively arranged at two sides of the sound barrier layer, and the first resonant cavities 51 are arranged between the second resonant cavities 52 and the wind barrier layer. The first resonant cavities 51 are arranged on one side of the transverse connection plate close to the wind barrier layer along the longitudinal direction of the overhead line. The plurality of second resonance chambers 52 are arranged on one side of the lateral connecting plate near the vehicle running area in the longitudinal direction of the overhead line. The sound barrier layer constituted by the plurality of first resonance chambers 51 and the sound barrier layer constituted by the plurality of second resonance chambers 52 form a multi-layered sound barrier layer. When the frequency range of noise generated in the vehicle running area of the overhead line where the sound-wind barrier is installed is wider, by arranging the plurality of first resonant cavities 51 and the plurality of second resonant cavities 52 with different noise elimination frequencies, the noise generated in the vehicle running area of the overhead line absorbs part of the noise through the second resonant cavities 52 first and absorbs part of the noise through the first resonant cavities 51, so that the sound absorption performance of the sound barrier is improved, and the sound absorption range of the sound barrier is widened. When the frequency range of the noise generated in the vehicle running area of the overhead line where the sound-wind barrier is installed is relatively single, the noise generated in the vehicle running area of the overhead line is firstly absorbed sequentially through the second resonance cavity 52 and the first resonance cavity 51, so that the noise with the single noise frequency is fully absorbed. The air flow after being guided by the wind barrier layer is partially blocked by the first resonance cavity 51, the air flow passes through the gap between the first resonance cavity 51 after being guided by the first resonance cavity 51, the air flow is partially blocked by the second resonance cavity 52, and the air flow enters the vehicle running area from the gap between the second resonance cavities 52 after being further guided by the second resonance cavity 52, and the included angle between the air flow direction and the vehicle body surface of the running vehicle is very small after the air flow is guided for three times, so that the impact of the air flow on the vehicle body is avoided, and the running safety and stability are improved. The gaps between the resonance cavities 5 provide channels for free circulation of air flow, so that the wind load transferred from the wind barrier layer and the sound barrier layer to the overhead lines is reduced, and the stability of the overhead line structures such as the overhead highways, the overhead tracks, the overhead bridges and the like is improved.
In this embodiment, the resonance chambers 5 include first resonance chambers 51, second resonance chambers 52 and third resonance chambers 53 with different noise elimination frequencies, the first resonance chambers 51 are longitudinally arranged on the upper portion of the sound barrier layer along the overhead line, the second resonance chambers 52 are longitudinally arranged on the lower portion of the sound barrier layer along the overhead line, the third resonance chambers 53 are longitudinally arranged and fixedly arranged on the transverse connection plate 2 along the overhead line, and the first resonance chambers 51 and the second resonance chambers 52 are located between the third resonance chambers 53 and the wind barrier layer. Noise generated by a vehicle in a vehicle running area first enters a third resonance cavity 53 which is closer to the vehicle running area, and after the noise of a part of sound frequencies is absorbed by the third resonance cavity 53, the noise of other sound frequencies is respectively absorbed by the first resonance cavity 51 and the second resonance cavity 52. Because the resonance cavity 5 is installed in the limited area of the connecting rib 3, if the number of the installed resonance cavities 5 is too large, the gaps between the resonance cavities 5 are too small, so that the free channel of the air flow is too narrow, the wind load born by the sound-wind barrier is increased, the force transferred to the bridge is increased, and the structural stability of the sound-wind barrier and the bridge is reduced. By adding the third resonance cavities 53 on the transverse connection plate 2, the number of the resonance cavities 5 is increased, the sound absorption range of the sound barrier layer is widened, and a certain gap is still reserved between the resonance cavities 5 to form a free channel of air flow.
In another embodiment, as shown in fig. 4, the resonance chambers 5 are arranged in a row in the longitudinal direction of the overhead line. The multiple rows of resonance chambers 5 are arranged in the vertical direction. Each row of resonance chambers 5 absorbs noise of one frequency, and the rows of resonance chambers 5 respectively absorb noise of different frequencies. The multiple rows of resonance cavities 5 arranged along the vertical direction absorb noise with different frequencies respectively, so that the sound absorption range of the sound barrier layer is widened. The air flow after the air barrier layer is guided partially is blocked by the resonance cavity 55, and partially enters the vehicle running area from the gaps between each row of resonance cavities 5 and the gaps between the plurality of rows of resonance cavities 5 after being further guided by the resonance cavities 5. The gaps between the resonance cavities 5 provide channels for free circulation of air flow, so that the wind load transferred from the wind barrier layer and the sound barrier layer to the overhead lines is reduced, and the stability of the overhead line structures such as the overhead highways, the overhead tracks, the overhead bridges and the like is improved.
The inner wall of the cavity of the resonance cavity 5 is provided with a sound-absorbing layer, and the sound-absorbing layer is a sound-absorbing coating sprayed on the inner wall of the cavity, a sound-absorbing material attached on the inner wall of the cavity and/or sound-absorbing holes distributed on the inner wall of the cavity. Alternatively, the sound absorbing material is a mulberry paper, a thin sound absorbing felt, a foam, a sound absorbing cotton, or a porous fibrous material. Optionally, the surfaces of the windshield blade 4 and the resonance chamber 5 are each coated with a sound absorbing paint. The sound-absorbing paint is sprayed on the surface to form a porous cotton-shaped coating with the thickness of 2mm-10mm, and sound waves of noise are deeply penetrated into pores and subjected to friction and viscous resistance of air molecules, so that the sound energy is converted into heat energy, and the transmission of the noise is reduced. By arranging the sound absorbing layer on the inner wall of the cavity of the resonance cavity 5, the sound absorbing performance of each sound frequency of the resonance cavity is obviously improved.
As shown in fig. 2, the sound barrier panel 6 is inclined, bent or curved toward the vehicle running area. Optionally, the sound barrier panel 6 is wavy or zigzag. Optionally, the sound barrier panel 6 is horizontally fixed to the top end of the upright 1. If the sound barrier plate 6 is vertically installed at the upper end of the upright column 1, the overall height of the sound and wind barrier is too high, so that the stability of the structure is affected, and the air currents at two sides of the overhead line directly impact the sound barrier plate 6, so that the wind load borne by the sound barrier plate 6 is increased, the force transmitted to the overhead line is increased, and the safety of the overhead line is reduced. If the height is low, noise is easy to propagate from high places, and by tilting, bending or bending the sound barrier panel 6 toward the vehicle running area, noise propagating from above is reflected after encountering the sound barrier panel 6, effectively preventing sound wave diffraction. In the present embodiment, the sound barrier panel 6 is curved toward the vehicle running area. The outer surface of the sound barrier panel 6 is streamlined to reduce the wind load experienced by the sound barrier panel 6.
From the above description, it can be seen that the above embodiments of the present application achieve the following technical effects:
according to the combined type rail transit sound-wind barrier, the sound-wind barrier units are arranged on the upright posts on two sides of the overhead line, so that the requirements of wind resistance and noise reduction of the overhead line are met; the wind barrier layer is used for guiding and discharging the side wind flow so as to prevent the side wind flow from causing air flow impact on vehicles running on the overhead line; noise generated by the vehicle in the vehicle driving area is reduced and absorbed through the sound barrier layer and then blocked by the wind barrier layer, so that the noise transmitted outwards is further reduced; through the lamination of wind barrier layer and sound barrier layer layout, wind barrier layer lays towards the overhead line outside, the sound barrier layer lays towards the vehicle region of traveling, the wind air current passes through the clearance between the wind barrier layer after the direction of wind barrier layer and the bleeder stream, and then pass through the sound barrier layer and further direction and bleeder stream to the wind air current of side, a part of wind air current is blocked outside by wind barrier layer and sound barrier layer, a part of wind air current passes from the clearance between wind barrier layer and the sound barrier layer after the water conservancy diversion of wind barrier layer and sound barrier layer, because the contained angle of wind air current and the automobile body face of the vehicle that traveles on the overhead line after the water conservancy diversion reduces, consequently, the impact on the vehicle is very little, through the baffle and the water conservancy diversion of wind barrier layer to the wind air current of side, the vehicle that has avoided the wind air current to traveles on the overhead line causes the air current to strike, driving safety and travelling comfort have been improved, and clearance between wind barrier layer and the clearance between the sound barrier layer provide the free circulation's passageway of air current, the wind load of wind barrier layer and sound barrier layer between the wind barrier layer and the road barrier layer between the wind barrier layer and the road barrier layer of overhead line has been reduced, overhead bridge road bridge, overhead road bridge structure stability such as overhead line structure has been improved.
The application belongs to one of national natural science foundation (508580), national natural science foundation (U1534206) and national emphasis development plan (2017 YFB 1201204) and provides technical support for ensuring safe and comfortable operation of rail transit trains.
The above description is only of the preferred embodiments of the present application and is not intended to limit the present application, but various modifications and variations can be made to the present application by those skilled in the art. Any modification, equivalent replacement, improvement, etc. made within the spirit and principle of the present application should be included in the protection scope of the present application.
Claims (7)
1. A combined sound-wind barrier for track traffic comprises a plurality of upright posts (1), wherein the upright posts (1) are distributed at two sides of an overhead line at intervals along the longitudinal direction of the overhead line and fixedly connected on a base or a bottom surface,
it is characterized in that the method comprises the steps of,
a wind-sound barrier unit is arranged between two adjacent upright posts (1) positioned on the same side of the overhead line, the wind-sound barrier unit comprises a wind barrier layer used for guiding and discharging the side wind flow so as to prevent the side wind flow from impacting the vehicle running on the overhead line and a sound barrier layer used for preventing the noise generated by the vehicle running on the overhead line from being transmitted outwards,
the wind barrier layers and the sound barrier layers are arranged in a superposition mode, the wind barrier layers are arranged towards the outer side of the overhead line, the sound barrier layers are arranged towards the vehicle driving area, and a gap between the wind barrier layers and a gap between the sound barrier layers form a diversion channel of side wind flow;
the sound-wind barrier also comprises transverse connecting plates (2) which are fixedly arranged on the upright posts (1) and used for connecting two adjacent upright posts (1) and connecting ribs (3) which are longitudinally arranged at intervals along an overhead line and fixedly arranged on the transverse connecting plates (2),
-said transverse connection plates (2) and/or said connection ribs (3) are used for mounting said wind barrier layer and said sound barrier layer;
the wind barrier layer comprises a plurality of wind shielding blades (4) which are fixedly arranged on the connecting ribs (3) and are arranged at intervals along the vertical direction;
the sound barrier layer comprises a sound barrier plate (6) arranged at the upper part of the upright post (1) and a resonance cavity (5) arranged on the connecting rib (3) and/or the transverse connecting plate (2);
the resonance cavity (5) is a cavity provided with an opening and the opening faces to a vehicle running area;
or the inner cavity of the resonance cavity (5) is divided into a plurality of independent cavities which are not communicated with each other, and the independent cavities are provided with openings which face to the vehicle driving area.
2. The modular rail transit sound and wind barrier of claim 1, wherein,
the distance between adjacent wind shielding blades (4) is adjustable and/or the included angle between the leaf surfaces of the wind shielding blades (4) and the vertical direction is adjustable.
3. The modular rail transit sound and wind barrier of claim 1, wherein,
the wind nozzle used for improving the flow guiding performance of the wind shielding blade (4) is arranged on the surface of the wind shielding blade (4) facing the outer side of the overhead line.
4. The modular rail transit sound and wind barrier of claim 1, wherein,
the opening is at least one of a gap, a through hole and a through groove arranged on the resonance cavity (5).
5. The modular rail transit sound and wind barrier of claim 1, wherein,
the resonance cavity (5) comprises a first resonance cavity (51) and a second resonance cavity (52) with different silencing frequencies;
the plurality of first resonance chambers (51) and the plurality of second resonance chambers (52) are arranged at the upper part and the lower part of the acoustic barrier layer, respectively;
or the first resonance cavity (51) and the second resonance cavity (52) are alternately arranged;
or a plurality of first resonance cavities (51) and a plurality of second resonance cavities (52) are alternately arranged;
or a plurality of first resonance cavities (51) and one second resonance cavity (52) are alternately arranged;
or the first resonance cavities (51) and the second resonance cavities (52) are respectively arranged at two sides of the sound barrier layer, and the first resonance cavities (51) are arranged between the second resonance cavities (52) and the wind barrier layer.
6. The modular rail transit sound and wind barrier of claim 1, wherein,
the inner wall of the cavity of the resonance cavity (5) is provided with a sound absorbing layer, and the sound absorbing layer is a sound absorbing coating sprayed on the inner wall of the cavity, a sound absorbing material attached to the inner wall of the cavity and/or sound absorbing holes distributed on the inner wall of the cavity.
7. The modular rail transit sound and wind barrier of claim 1, wherein,
the sound barrier panel (6) is inclined, curved or bent towards the vehicle driving area.
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| CN201810825418.4A CN108660956B (en) | 2018-07-25 | 2018-07-25 | Combined track traffic sound and wind barrier |
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| CN201810825418.4A CN108660956B (en) | 2018-07-25 | 2018-07-25 | Combined track traffic sound and wind barrier |
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Families Citing this family (3)
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| CN111749151B (en) * | 2019-03-29 | 2022-01-07 | 比亚迪股份有限公司 | Sound insulation panel, sound barrier and rail system |
| CN111519552B (en) * | 2020-04-30 | 2021-06-25 | 招商局重庆交通科研设计院有限公司 | Bridge sound insulation protective screen |
| CN113605266B (en) * | 2021-08-03 | 2022-09-02 | 湖南建工集团有限公司 | Intelligent sound and wind barrier system and control method thereof |
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