WO2010146097A1

WO2010146097A1 - Soundproof wall member comprising tyres

Info

Publication number: WO2010146097A1
Application number: PCT/EP2010/058496
Authority: WO
Inventors: Jean-Louis Tebec; Bénédicte HAYNE-LECOCQ
Original assignee: Arts.
Priority date: 2009-06-16
Filing date: 2010-06-16
Publication date: 2010-12-23
Also published as: FR2946670B1; FR2946670A1

Abstract

The invention relates to a soundproof wall member (16-20), wherein a mechanical structure (21-25) carries tyres (3), each tyre (3) comprising a tread and two flanges each ending in an inner circular edge along the outer surface of said column (21-25), each tyre being closed at the inner circular edges (8, 9) so as to define a toroid cavity (11). Each tyre (3) includes at the tread or one of the flanges thereof at least one transverse opening connecting the cavity and the outer environment in order to form a collar that defines together with the cavity a system reacting as a Helmoltz resonator in order to absorb a portion of an incident sound signal. The invention can be used for a soundproof wall for the insulation of people living close to a vehicle or railway circulation track.

Description

ANTI-NOISE WALL ELEMENT COMPRISING TIRES

The invention relates to sound absorption, and more particularly to the implementation of a noise barrier intended to be interposed between a traffic lane such as a motorway or a railway track and an inhabited area.

BACKGROUND OF THE INVENTION

In order to reduce the noise nuisance experienced by the residents of a traffic lane, so-called anti-noise walls are provided on either side of this lane, so as to attenuate the noise nuisance that the passage of vehicles on this lane. In general, the construction of these walls uses different materials such as wood, concrete, glass, plant elements, taken alone or in combination, so as to constitute a wall capable of reflecting and / or absorb the noise produced by vehicles.

In this field, the choice of materials and their dimensioning is decisive as to the effectiveness of the sound barrier, that is to say the sound level attenuation that it introduces between the traffic lane itself. and the residential area beyond the wall.

These noise barriers have a significant efficiency with respect to sound signal components having high frequencies in the sound spectrum generated by the vehicles, but their efficiency is much more restricted with respect to low frequency components. in this spectrum.

As an indication, the spectrum of the audible signal generated by the vehicles traveling on a track has an important range, ranging from low frequencies of the order of 50 Hz to higher frequencies being a few thousand Hertz.

Given this situation, the implementation of a noise barrier having a real efficiency over the entire sound spectrum, with an acceptable implementation cost remains problematic, because of the low frequency components of the sound spectrum which produce a buzz-like sound that is difficult to mitigate.

OBJECT OF THE INVENTION The object of the invention is to propose a solution to remedy this drawback. SUMMARY OF THE INVENTION

For this purpose, the subject of the invention is a noise barrier element, comprising a mechanical structure holding tires, each tire comprising a tread and two sidewalls each terminated by a circular inner edge, each tire being closed at the same time. its circular internal edges to define a toric cavity, each tire further comprising at its tread or one of its flanks, at least one opening communicating the cavity with the external environment to form a collar forming with the cavity a system reacting as a Helmoltz resonator to absorb part of an incident sound signal.

With this solution it is possible to make a noise barrier capable of absorbing a range of frequencies that can be adjusted to the real sound spectrum, this range can in particular include the low frequencies generated by the vehicle traffic. The tires used may be used tires of cars, trucks, aircraft, or others.

The invention also relates to an element as defined above, comprising a tubular member engaged in an opening of a tire so as to constitute a internal and / or external collar interposed between the cavity and the external environment.

The invention also relates to an element as defined above, in which at least one of the tires is equipped with members of fibrous or mesh material inside the cavity which it delimits and / or in one of his passes.

The invention also relates to an element as defined above, comprising different tires and wherein the openings of each tire as well as any tubular members and the possible bodies of fibrous or mesh material fitted to each tire are sized to match these different tires. on different frequency ranges. The invention also relates to an element as defined above, in which the mechanical structure holding the tires is a column, the tires being engaged around this column, so that the two circular inner edges of each tire run along the face. external of this column, so that each tire delimits jointly with the column a toric cavity.

The invention also relates to an element as defined above, wherein the tires are fitted on the column to seal each cavity.

The invention also relates to an element as defined above, further comprising one or more members such as seals, each member providing a seal between an inner tire edge and the column.

The invention also relates to an element as defined above, wherein the column comprises at least one tire a circumferential recess for increasing the volume of the cavity defined by the tire. The invention also relates to an element as defined above, in which the cavities delimited by the tires and / or by the column which is then hollow, communicate with each other. The invention also relates to an element as defined above, in which the column is hollow and itself comprises openings for reacting as a Helmoltz resonator.

The invention also relates to an element as defined above, in which each tire is equipped with an element having a shape of revolution, this element being engaged in the tire to close it while having its periphery bearing against the two edges. internal circular of this tire. The invention also relates to an element as defined above, wherein the element is an inner ring or a strip shaped to have a generally cylindrical shape.

The invention also relates to an element as defined above, wherein each tire is equipped with means for holding its two inner circular edges in abutment against each other to close the tire.

The invention also relates to an element as defined above, wherein the means for holding the inner edges in abutment against each other are constituted by staples and / or by an adhesive.

The invention also relates to an element as defined above, comprising one or more seals to increase the seal of the tire closure at its circular inner edges.

The invention also relates to an element as defined above, wherein the tire holding structure of an element is a pole type structure made of sheet metal, iron or otherwise, and around which the tires are incurred. The invention also relates to an element as defined above, wherein the tire holding structure of a wall element surrounds the stacked tires of an element, this structure being made from concrete reinforcing bar Or other.

The invention also relates to a sound barrier comprising several elements as defined in one of the preceding claims, placed side by side, and a backplate to reduce the losses caused by the free space between the contiguous tires. .

BRIEF DESCRIPTION OF THE FIGURES

Figure 1 is a schematic side view of a portion of an element according to a first embodiment of the invention;

Figure 2 is another schematic side view in section of a part of an element according to the first embodiment of the invention; Figure 3 is a schematic side view in section of a portion of an element according to a variant of the first embodiment of the invention;

Figure 4 is a schematic overview of a noise barrier comprising elements according to the first embodiment of the invention;

Figure 5 is a schematic sectional view of a portion of a noise barrier member according to a second embodiment of the invention;

Figure 6 is a schematic sectional view of a portion of an anti-noise wall element according to a variant of the second embodiment of the invention;

Figure 7 is a schematic view showing an anti-noise wall consisting of several elements according to the second embodiment of the invention; Figure 8 is a schematic view showing a noise barrier element according to a first variant of the second embodiment of the invention;

Figure 9 is a schematic view showing an anti-noise wall element according to a second variant of the second embodiment of the invention.

DETAILED DESCRIPTION OF THE INVENTION The idea underlying the invention lies in the observation that a toroidal cavity having its envelope delimited by a tire constitutes a system that reacts in the same way as a Helmoltz resonator, which is on the contrary known to have a compact or compact cavity. Under these conditions, the invention provides a solution for manufacturing a sound barrier element from tires. According to a first embodiment of the invention, an anti-noise wall element is constructed from a vertical cylindrical column on which each tire is engaged in such a way that the two inner circular edges of each tire bear against each other. the column. The column which constitutes the mechanical support of the tires also closes the tires at their internal circular edges.

According to a second embodiment, each tire is closed at its inner circular edges by being equipped with a piece of revolution resting on these inner edges or by means which hold the circular inner edges in abutment against one another. the other. Maintaining a set of tires composing an element can be provided by a mechanical structure that is not necessarily cylindrical.

An anti-noise wall element according to the first embodiment of the invention, which is partially represented in FIGS. 1 to 3, being indicated by 1 therein, thus comprises a central column 2 around which several tires are engaged or threaded. 'a die these tires being represented in each of these figures by being identified by 3.

Column 1 may be a solid or hollow column made of concrete or any other material such as a plastic material. It can also be manufactured from a sheet forming a tube to form a hollow column.

This tire 3, which may be a used tire, has a tread 4 and two sides 6 and 7, the tread 4 being a cylindrical strip while each side which extends the tread has a circular crown shape.

As shown in the figures, the tire 3 is engaged around the column 2 so as to be coaxial thereto, the assembly thus being oriented in a generally vertical direction marked by AX, the column having its base fixed to the ground.

Each flank 6, 7 is terminated by a circular inner edge 8, 9, also called heel, which runs along the column 2 being applied against it, this column having at least locally an outer diameter corresponding to the internal diameter of the inner edges 8 and 9 of the tire, to form a tight junction.

Complementarily, an additional element may be provided at the junction of the inner edges 8 and 9 and the outer face of the column 2, such as a joint of rigid or flexible material so as to further improve the tightness of this junction .

This seal can also be obtained by providing that the tires are fitted, possibly in force, around the column of circular section, so as to ensure a bearing of each inner edge on the outer face of this column.

Under these conditions, the tire 3 and the outer wall of column 2 jointly delimit a internal space or cavity marked by 11, of generally toroidal shape with approximately rectangular or trapezoidal section. In operation, the tire behaves like a wall of rigid type delimiting the cavity, its elasticity not being taken into account in the Helmoltz resonator it constitutes.

Complementarily, a hole-shaped opening 12 is formed in the tread of the tire 3, being directed towards the sound source to be absorbed, so as to constitute a neck through which the cavity reacts as a Helmoltz resonator to absorb the sound radiation.

Alternatively, an additional tubular member 13 may be mounted in this opening 12 so as to increase the length of the neck placing the internal cavity 11 in communication with the external environment. Depending on the case, this tubular member 13 may be mounted to protrude completely outwardly of the cavity as is the case in the example of Figure 2, or otherwise to exceed entirely towards the internal space defining the cavity, or to go partly inwards and partly outwards.

Moreover, the volume of the cavity 11 can also be adjusted: it can be reduced by adding a solid member inside this cavity to reduce its useful volume, and it can be increased by providing a peripheral recess 14 to the face external column at the height of the tire.

As can be seen in the example of FIG. 3, this recess 14 has, for example, seen in section in a plane containing the axis AX, a shape of a half-disc and it extends over a height slightly less than the distance separating the circular edges 8 and 9 along the axis AX, while surrounding all or part of this column. An anti-noise wall according to the invention consists of a series of elements such as the element 1 partially shown in Figures 1 to 3, arranged against each other. In the example of Figure 4, the wall thus comprises five elements 16-20 each comprising a vertical column with a circular section 21-25, on which are threaded ten tires, each identified by 3. Each of the tires 3 comprises a single opening 12 may be equipped with a tubular member 13, while being oriented towards the sound source.

But each of these tires may also be provided with several openings such as the opening 12, each optionally comprising a tubular member 13. The assembly thus formed may be completed with a counter plate to limit the loss of insulation caused by the interstices between the contiguous tires.

As shown in Figures 5 and 6, in the second embodiment, each element comprises a mechanical structure 2 'now a set of tires 3'. But in this second embodiment, each tire 3 'is closed at its circular inner edges to independently form a toroidal cavity 11' forming a Helmholtz resonator.

In the example of Figure 5, the tire 3 'has a tread 4' and two sides 6 'and 7' which end with inner edges or heels marked by 8 'and 9'. Here, the tire is equipped with an additional element of revolution 10 ', generally cylindrical, which is engaged in this tire. This element 10 'has an outer diameter corresponding to the internal diameter of the cylindrical inner edges 8' and 9 '.

This cylindrical element 10 'which here has a ring shape can be in the form of a strip generally rectangular, whose length corresponds to the internal perimeter of the edges 8 'and 9', and which is curved in a circular manner to be engaged in the tire, so as to bear on the edges 8 'and 9' so as to close the tire. Optionally, two additional seals may be provided to increase the seal between this strip 10 'and these edges 8' and 9 '.

Each seal may be formed with an additional product of silicone type or the like, which is then applied after installation of the inner ring 10 '. In the example of Figure 5, the ring 10 'has a generally cylindrical shape, but it can also be provided with radially protruding rims outwardly to maintain in position each edge 8', 9 '. In this case, the ring has a C-shaped section when seen in section, and the circular edges 8 'and 9' of the tire are both located between the two branches of this C, and they bear each against a branch Such a ring can also be made from a strip itself having two flanges extending at right angles along its upper and lower edges.

In the variant shown in Figure 6, the tire 3 'is closed at its inner edges 8' and 9 'maintaining these edges 8' and 9 'resting against each other. In the case of Figure 6, this maintenance is provided by staples 10 '' which maintain the edge 8 'resting on the edge 9', but it could also be provided by gluing the edges one to the other, or other. Again, the sealing of the closure can be improved by means of an additional seal, obtained by applying a product of the silicone type or the like at the junction of the two edges 8 'and 9'.

The staples 10 '' are then for example metal elements distributed regularly along the inner circumference of the tire so as to ensure the best possible maintenance of the edges 8 'and 9' against each other.

The solutions for closing the tire which are shown separately in FIGS. 5 and 6 can advantageously be combined with each other. For example, after applying the staples holding the edges against each other, an additional strip can be attached, along the inner edges of the tire, before application of an additional sealant.

In general, the tire is closed at its internal edges in a substantially hermetic and sealed manner, by welding, gluing, clamping or by the combination of several solutions of this type.

As can be seen in FIGS. 5 and 6, the structure 2 'carrying the tires of an element 1' does not have to be of the cylindrical type as in the first embodiment, since it only provides the mechanical holding function. .

An anti-noise wall can thus be constructed from several elements such as the elements 16 'to 20' arranged against each other as illustrated in FIG. 7. The structures carrying these elements, indicated by 21 'to 25', carry each a series of tires, similarly to the case of the first embodiment.

Since these carrier structures 21 '-25' need not necessarily be cylindrical, their manufacture can be simplified. Thus, in the example of FIG. 7, each carrier structure 21 '-25' is a post made from rectangular sheets welded to each other so as to have a cross-section in cross-section of dimensions substantially smaller than diameter of the inner edges of the tires 3 'used. The tires 3 ', previously closed at their inner circular edges 8' and 9 'are thus engaged around each pole 21' -25 'to form the noise barrier.

In this second embodiment, other possibilities are conceivable with regard to the supporting structures 21 '-25' of each element of the noise barrier wall. Thus, in the example of Figure 7, these structures are simple poles sheet having a cross-shaped section, other sections are obviously possible.

As illustrated in FIG. 8, such a supporting structure may also be in the form of a post 2 'consisting of two rebars folded and welded to each other, to form four parallel vertical bars arranged according to the vertices. of a square being spaced apart from each other by distances less than the inner diameter of the edges 8 'and 9' of the tires 3 '. Again, the tires are engaged around the post 2 'has to be maintained by it.

A structure of the same type as that of FIG. 8 can also be envisaged, but having larger dimensions, so as to maintain the column of tires 3 'by surrounding the tires of which it is composed instead of being surrounded by those this.

This possibility is represented in FIG. 9 in which the tires 3 'are disposed in a stack which is surrounded by the four posts 2b' of a concrete structure similar to structure 2a '.

Other possibilities of holding structures surrounding the tires are conceivable, such as for example the fact of constituting a pile of tires and to surround this pile with wire mesh in order to maintain it in positron.

As illustrated in the figures, in the second embodiment as in the first, each tire 3 'is provided with one or more through openings 12', located at its tread or its sidewalls, optionally equipped with a tubular member 13 'lengthening the length of the neck formed. Each tire thus constitutes a Helmoltz resonator able to absorb a sound source located opposite.

Each tire 3, 3 'of the noise barrier may be configured to absorb a given frequency band of sound signals defined by a center frequency and a bandwidth. Advantageously, the tires 3, 3 'constituting the wall are tuned to different frequencies, so as to jointly absorb all or part of the frequency band of the noise produced by the passage of vehicles. Indeed, the interest of the resonant cavity that forms each tire 3, 3 'with its opening is to be able to be tuned to a frequency or a range of frequencies chosen.

In general, the frequency band absorbed by a tire 3, 3 'is conditioned by the total area of the opening or openings 12, 12' made in this tire 3, 3 ', by the number of these openings 12, 12 ', by the length and the mounting of each possible tubular member 13, 13', and by the volume of the toric cavity 11, 11 'delimited by the tire in question.

Complementarily, the parameters of this frequency band can be further modified by inserting fibrous or other materials in the neck or the opening, and possibly inside the cavity 11, 11 'in itself.

Typically, the volume of the cavity and the length of the neck are chosen to obtain the frequency center of the frequency band to absorb. The bandwidth of the frequencies to be absorbed is adjusted by acting on the damping: by modifying the number of the necks, the section of the necks with respect to their shapes and their dimensions, or by placing porous or fibrous or meshed materials in the neck or inside the volume of the cavity.

These different parameters can also be adjusted to absorb not only the so-called Helmoltz frequency, which is the lowest resonant frequency of the cavity, but also other frequencies of this cavity, such as the so-called quarter wave frequencies.

Complementarily, cavities delimited by two contiguous tires can be placed in communication to be coupled, providing additional openings in the sides of these tires. These additional openings are located vis-à-vis each other so as to put in communication the internal spaces delimited by two contiguous tires having their flanks bearing against each other.

The degree of coupling of several cavities placed in communication is conditioned by the size of the openings through which they are placed in communication, this degree of coupling conditioning in a general way the profile of the frequency band absorbed by the coupled cavities.

On the other hand, in the case of the first embodiment of the invention, the column may advantageously be hollow and may itself include one or more openings so as to operate itself as a Helmoltz resonator to absorb other elements. frequencies.

Finally, two or more tires can still be put in communication with each other, not means of additional openings made in the sides of these tires, but instead through openings in the wall of the column at each tire to be coupled, these openings ensuring the communication of two tires.

This communication can be provided by the hollow internal space of the column itself, in which case the cavities of the coupled tires are also coupled with the cavity that constitutes internal volume of the column. But this setting in communication can still be provided by tubes implanted in the column and putting in communication the openings of this column.

In this case, the tires that are put in communication by two openings of the column connected by a tube are coupled only with each other, but are not coupled with the internal space of the column.

The coupling of two tires can still be ensured in a similar way by means of recesses extending vertically to the external face of the column.

Thus, in one embodiment as in the other, the noise barrier can be designed specifically to absorb the different components of a given signal or sound spectrum, by essentially playing on the configuration of each tire, and on possible couplings between tires, to better absorb the given sound signal. Concretely, the general structure of the wall can have more or less big dimensions to adapt to the morphology of the sound field to absorb. In a general way, this solution makes it possible to absorb the whole of the sound field generated by the passage of the vehicles, in particular at the level of the low frequencies composing this field, these low frequencies corresponding to deaf sounds of the buzzing type or the like.

Claims

An element (16-20, 16 '-20') of sound barrier, comprising a mechanical structure holding tires (3), each tire having a tread (4, 4 ') and two sidewalls (6, 7; 6 ', 7') each terminated by a circular inner edge (8, 9; 8 ', 9'), each tire being closed at its circular inner edges

(8, 9; 8 ', 9') for delimiting a toric cavity (11;

11 '), each tire (3; 3') further comprising at its tread (4; 4 ') or one of its flanks (6, 7; 6', 7 '), at least an opening (12; 12 ') communicating the cavity (11; 11 ") with the external environment to form a neck forming with the cavity (11; 11') a system reacting as a Helmoltz resonator to absorb a part of an incident sound signal.

2. Element (16-20, 16 '-20') according to claim 1, comprising a tubular member (13) engaged in an opening (12; 12 ') of a tire (3; 3') so as to constitute an internal and / or external collar interposed between the cavity (11; 11 ') and the external environment.

3. Element (16-20, 16'-20 ') according to one of claims 1 to 2, wherein at least one of the tires (3; 3') is equipped with members of fibrous material or mesh with the interior of the cavity (11; 3 ') that it delimits and / or in one of its necks.

4. Element (16-20; 16 '-20') according to one of claims 2 to 3, comprising different tires (3; 3 ') and wherein the openings (12; 12') of each tire (3; 3 ') as well as any tubular members

(13; 13 ') and the possible members of fibrous material or mesh fitted to each tire (3, 3') are sized to match these different tires (3; 3 ') on different frequency ranges.

5. Element (16-20) according to claim 1, wherein the mechanical structure maintaining the tires is a column (2, 21-25), the tires (3) being engaged around this column (2, 21-25). , so that the two circular inner edges (8, 9) of each tire (3) run along the outer face of this column (2, 21-25), so that each tire (3) delimits together with the column (2). , 21-25) a toric cavity (11).

6. Element (16-20) according to claim 5, wherein the tires (3) are fitted on the column (2,

21-25) for sealing each cavity (11).

7. Element (16-20) according to claim 5 or 6, further comprising one or more members such as seals, each member providing a seal between an inner edge (6, 7) of the tire and the column (Z, 21). -25).

8. Element (16-20) according to one of claims 5 to 7, wherein the column (2, 21-25) comprises at least one tire (3) a circumferential recess (14) to increase the volume of the cavity (11) delimited by this tire (3).

9. Element (16-20) according to one of claims 5 to 8, wherein the cavities (11) defined by the tires (3) and / or the column (2) which is then hollow, communicate with each other.

10. Element (16-20) according to claim 9, wherein the column (2, 21-25) is hollow and itself comprises openings to react as a Helmoltz resonator.

11. Element according to one of claims 1 to 4, wherein each tire (3 ') is equipped with a member (10') having a shape of revolution, this element (10 ') being engaged in the tire (3). ') to close it by having its periphery bearing against the two circular inner edges (8', 9 ') of this tire (3').

12. Element according to claim 11, in wherein the member (10 ') is an inner ring or a band shaped to have a generally cylindrical shape.

13. Element according to claim 1 to 4, wherein each tire (3 ') is equipped with means for holding its two circular inner edges (8', 9 ') resting against each other to close the tire. (3 ').

14. Element according to claim 13, wherein the means for holding the inner edges (8 ', 9') in abutment against each other are constituted by staples and / or by an adhesive.

15. Element according to one of claims 11 to

14, having one or more seals to increase the seal of the tire closure at its circular inner edges.

Element according to one of claims 11 to

15, wherein the tire holding structure of an element (2 ', 2' a, 21 '-25') is a pole-like structure made of sheet metal, iron or otherwise, and around which the tires (3 ') are engaged.

17. Element according to one of claims 11 to 15, wherein the holding structure (2 ', 2'b, 21'-25') of the tires (3 ') of a wall element surrounds the tires stacked d an element, this structure being made from concrete, grillage or other iron.

18. An anti-noise wall comprising a plurality of elements (16-20; 16 '-20') as defined in one of the preceding claims, contiguous to each other, and a back plate to reduce the losses caused by the free space between the contiguous tires (3; 3 ').