Platform Vibration and Noise Reduction and Shielding Door for Urban Rail Transit Stations

Abstract

The present invention provides a vibration and noise reduction shielding door for the platform of an urban rail transit station, belonging to the technical field of shielding doors for subway station platforms. A concave structure is provided on the surface of the shielding door according to the type, material and size of the shielding door and in combination with the main frequency band requiring noise reduction. By reducing the vibration of the shielding door, the radiation noise of the shielding door caused by vibration is reduced, and the stability and firmness of the shielding door are increased; resonance is avoided or reduced, thereby weakening the vibration of the shielding door; the radiation noise generated in the subway station is reduced, and the acoustic environment condition of the platform layer is improved. The weakening of the vibration of the shielding door also reduces the interaction force at the connection between the shielding door and the ground of the platform layer, improving the firmness and stability of the shielding door itself; the periodic concave structure has an elastic wave band gap, weakening the free propagation of elastic waves.

Description

Technical Field

[0001] The present invention relates to the technical field of platform screen doors for subway stations, and particularly to a vibration and noise reduction platform screen door for urban rail transit stations. Background Art

[0002] The screen door system is an intelligent control system that emerged and was applied to subway stations in the 1980s. It is installed at the edge of the station platform to separate the station platform from the train, reducing various aerodynamic effects caused by the train passing through the underground station at high speed and ensuring the safety of passengers.

[0003] Controlling the noise on the platform of a subway station is crucial for the comfort, health, and safety of passengers and platform staff. Research shows that noise has an obvious impact on the human nervous system, such as dizziness. Prolonged exposure to noise levels above the permitted limit can lead to problems such as a decline in the work quality of staff, wasted time affecting work efficiency, and increased work pressure. The noise in the subway station area can be comprehensively controlled by various measures to achieve effective noise control measures. With the popularization of screen doors, it is necessary to propose noise reduction measures based on the structure of the screen door, which can provide a theoretical basis for the noise control measures in the station and guidance for the design of stations on future newly built lines. Summary of the Invention

[0004] The purpose of the present invention is to provide a vibration and noise reduction platform screen door for urban rail transit stations to solve at least one of the technical problems existing in the above background art.

[0005] To achieve the above purpose, the present invention adopts the following technical solutions:

[0006] The present invention provides a vibration and noise reduction platform screen door for urban rail transit stations. According to the type, material, and size of the screen door, and in combination with the main frequency band that needs to reduce noise, a concave structure is provided on the surface of the screen door.

[0007] Preferably, the concave structure is an annular concave structure.

[0008] Preferably, the concave structure is a strip-shaped concave structure.

[0009] Preferably, the concave structure is a transverse strip-shaped concave structure.

[0010] Preferably, the concave structure is a longitudinal strip-shaped concave structure.

[0011] Advantages of the present invention: By reducing the vibration of the platform screen door, the radiation noise of the platform screen door caused by vibration is reduced, and the stability and firmness of the platform screen door are increased; resonance is avoided or reduced, thereby weakening the vibration of the platform screen door; the radiation noise generated in the subway station is reduced, and the acoustic environment condition of the platform layer is improved. The weakening of the vibration of the platform screen door also reduces the interaction force at the connection between the platform screen door and the ground of the platform layer, improving the firmness and stability of the platform screen door itself; the periodic concave structure has an elastic wave band gap, weakening the free propagation of elastic waves.

[0012] Additional aspects and advantages of the present invention will be given in part in the following description, and these will become apparent from the following description or be understood through the practice of the present invention. BRIEF DESCRIPTION OF THE DRAWINGS

[0013] In order to more clearly illustrate the technical solutions of the embodiments of the present invention, the drawings required for use in the description of the embodiments will be briefly introduced below. Obviously, the drawings in the following description are only some embodiments of the present invention. For those of ordinary skill in the art, other drawings can be obtained based on these drawings without creative efforts.

[0014] Figure 1 It is a one-third octave diagram at the moment of train braking in a certain subway station in the embodiment of the present invention.

[0015] Figure 2 It is a schematic diagram of the noise isolation principle of the platform screen door in the embodiment of the present invention;

[0016] Figure 3 It is an example diagram of a subway station platform screen door with a transverse stripe concave structure in the embodiment of the present invention;

[0017] Figure 4 It is an example diagram of a subway station platform screen door with a vertical stripe concave structure in the embodiment of the present invention;

[0018] Figure 5 It is an example diagram of a subway station platform screen door with an annular concave structure in the embodiment of the present invention.

[0019] Wherein: 1 - annular concave structure; 2 - transverse strip concave structure; 3 - longitudinal strip concave structure. DETAILED DESCRIPTION OF THE EMBODIMENTS

[0020] The embodiments of the present invention will be described in detail below. Examples of the embodiments are shown in the drawings, where the same or similar reference numerals represent the same or similar elements or elements with the same or similar functions throughout. The embodiments described through the drawings are exemplary and are only used to explain the present invention and cannot be construed as a limitation to the present invention.

[0021] Those skilled in the art can understand that, unless otherwise defined, all terms (including technical and scientific terms) used herein have the same meaning as commonly understood by those of ordinary skill in the art to which this invention belongs. It should also be understood that terms such as those defined in a general dictionary should be understood as having a meaning consistent with the context of the prior art, and will not be interpreted in an idealized or overly formal sense unless defined as here.

[0022] Those skilled in the art can understand that, unless specifically stated, the singular forms "a", "an", "the" and "said" used herein may also include the plural forms. It should be further understood that the term "comprising" used in the description of the present invention means the presence of the stated features, integers, steps, operations, elements and / or components, but does not exclude the presence or addition of one or more other features, integers, steps, operations, elements and / or their groups.

[0023] In the description of this patent, it should be understood that the orientation or positional relationship indicated by the terms "center", "upper", "lower", "front", "rear", "left", "right", "vertical", "horizontal", "top", "bottom", "inner", "outer", etc. is based on the orientation or positional relationship shown in the drawings, and is only for the convenience of describing this patent and simplifying the description, rather than indicating or implying that the device or element referred to must have a specific orientation, be constructed and operated in a specific orientation, and therefore should not be construed as a limitation of this patent.

[0024] In the description of this specification, the description with reference to terms such as "one embodiment", "some embodiments", "example", "specific example", or "some examples" means that the specific features, structures, materials or characteristics described in connection with the embodiment or example are included in at least one embodiment or example of the present invention. Moreover, the specific features, structures, materials or characteristics described may be combined in a suitable manner in any one or more embodiments or examples. In addition, without contradiction, those skilled in the art can combine and combine the different embodiments or examples described in this specification and the features of different embodiments or examples.

[0025] In the description of this patent, it should be noted that the terms "first" and "second" are only used for descriptive purposes and cannot be understood as indicating or implying relative importance or implicitly specifying the quantity of the indicated technical features. Thus, the features defined with "first" and "second" may explicitly or implicitly include at least one of such features. In the description of the present invention, "a plurality of" means two or more unless otherwise specifically defined.

[0026] Unless otherwise clearly defined and limited, the terms "installation", "connection", "attachment", and "setting" shall be understood in a broad sense. For example, it can be fixedly connected or set, or detachably connected or set, or integrally connected or set. For those of ordinary skill in the art, the specific meanings of the above terms in this patent can be understood according to specific circumstances.

[0027] For the convenience of understanding the present invention, the present invention will be further explained below with reference to the accompanying drawings in specific embodiments, and the specific embodiments do not constitute a limitation on the embodiments of the present invention.

[0028] Those skilled in the art should understand that the drawings are only schematic diagrams of the embodiments, and the components in the drawings are not necessarily essential for implementing the present invention.

[0029] Embodiment

[0030] The frequency of an object is related to its hardness, mass, and external dimensions. After being designed by this method, the natural frequency of the screen door changes. As Figures 1 to 5 shown, an embodiment of the present invention provides a method of selecting a suitable type, material, and size of the screen door in a subway station. According to the actual noise reduction requirements in the station, after determining the main frequency band of noise reduction, the surface of the screen door is designed into a ring-shaped concave structure or a regular strip-shaped concave structure, so that the screen door can effectively block the frequency of a specific band and achieve the noise reduction effect.

[0031] The specific size of the screen door should be determined according to the vehicle type used on each line. By using on-site noise test experiments and performing spectral analysis on the noise data, the main frequency band that needs to be blocked is determined. After determining the main frequency of the braking noise, we adjust the size of the grooves of the screen door, and use the main frequency of the noise and the half-wavelength delay at the concave structure of the screen door to design the basic parameters of the concave structure on the surface of the screen door. Since the length difference between the two concave and convex surfaces is equal to half of the wavelength of the sound wave emitted by the subway vehicle, when the two sound waves are superimposed, they interfere with each other and cancel each other out, weakening the sound intensity and reducing the sound, thereby achieving the noise reduction effect.

[0032] As Figure 1 shown, when the train wheel-rail noise and vehicle equipment noise in the subway station propagate to the screen door, by designing the stripe or ring-shaped concave structure of the screen door, the sound waves that originally meet peak to peak can be converted into those that meet peak to trough, which can reduce the peak value of the noise and block the propagation of the sound to the waiting area of the passengers on the platform layer.

[0033] In the process of designing the vibration and noise reduction screen doors inside the subway station, by reasonably designing the geometric parameters of the periodic structure, a noise stopband can be obtained in the expected frequency range, thereby effectively suppressing the propagation of noise. Taking a subway station in a certain city as an example, this station has full-height and fully enclosed screen doors. The actual ambient noise inside the subway station is tested throughout the day. By analyzing the statistical values of the station noise, such as Figure 1 shown, by analyzing the noise spectrum curve from the 26th second to the 33rd second after the subway vehicle enters the station, it is found that the whistling noise is significant at around 4000 Hz in the high frequency range at the moment of train braking. By creating the same kind of sound wave to perfectly replicate the noise and delay it by half a cycle, that is, to create a wavelength delay of half a wavelength at the stripe depression. The wavelength λ = v / f = 340 / 4000 m = 0.085 m, and half a wavelength is 0.0425 m. Thus, a ring-shaped depression structure or a regular strip-shaped depression structure with appropriate dimensions is designed.

[0034] In the subway station, the main frequency band of the station noise is obtained through on-site testing and subsequent data processing, and the main noise frequency band to be blocked is determined according to the different noise reduction requirements and objectives of each station. Using the concave-convex structure of the screen door to create the same kind of sound wave, perfectly replicate the noise and delay it by half a cycle, so that at the original noise peak, the anti-sound wave corresponds to the trough position, and thus a vibration and noise reduction screen door is designed.

[0035] As Figures 2 to 4 shown, the vibration and noise reduction screen doors inside the subway station can be designed in different styles and parameters. Figure 3 Shown is a screen door with a horizontal strip-shaped depression structure; Figure 4 Shown is a screen door with a vertical strip-shaped depression structure; Figure 5 Shown is a screen door with a ring-shaped strip-shaped depression structure. In different stations, the main frequency band of the noise and the amplitude of the noise are different. After determining the main frequency band of the noise for station noise reduction, using the relationship between the screen door structure and the noise reflection wavelength, screen door structures with different shapes, depression depths and widths can be designed to reduce the noise inside the station. In a larger station, the main frequency band of the noise may be different at different positions of the screen door. Therefore, vibration and noise reduction screen doors with different parameters can also be installed at different positions inside the station to reduce the noise on the platform layer of the subway station.

[0036] In summary, in the design of the vibration damping and noise reduction shield door according to the embodiments of the present invention, the vibration of the shield door is reduced, thereby reducing the radiation noise of the shield door caused by vibration and increasing the stability and firmness of the shield door. By changing the natural frequency of the shield door, the modal frequency and modal vibration mode of the shield door are changed, avoiding or reducing resonance, and thus weakening the vibration of the shield door. Since the vibration of the shield door is weakened, the radiation noise generated in the subway station is reduced, the acoustic environment condition of the platform layer is improved, and the weakening of the vibration of the shield door also reduces the interaction force at the connection between the shield door and the ground of the platform layer, improving the firmness and stability of the shield door itself. The periodic concave structure has an important physical property, namely, an elastic wave band gap. Within the band gap frequency range, elastic waves cannot propagate freely and exhibit obvious attenuation characteristics.

[0037] Those of ordinary skill in the art can understand that the components in the device in the embodiments of the present invention can be distributed in the device according to the description of the embodiments, or can be correspondingly changed to be located in one or more devices different from this embodiment. The components of the above embodiments can be combined into one component, or can be further split into multiple sub-components.

[0038] The above is only a preferred specific embodiment of the present invention, but the protection scope of the present invention is not limited thereto. Any changes or substitutions that can be easily thought of by those skilled in the art within the technical scope disclosed by the present invention should be covered within the protection scope of the present invention. Therefore, the protection scope of the present invention should be subject to the protection scope of the claims.

Claims

1. A design method for a vibration and noise reduction screen door on the platform of an urban rail transit station, characterized in that: According to the actual requirements of in-station noise reduction, after determining the main frequency band of noise reduction, the surface of the platform screen door is designed into a ring-shaped concave structure or a regular strip-shaped concave structure. By using the concave structure on the surface of the platform screen door to generate the same kind of sound wave, the noise is perfectly replicated and delayed by half a cycle. At the peak of the original noise wave, the anti-sound wave corresponds to the trough position, enabling the platform screen door to effectively block the frequencies in a specific frequency band and achieve the noise reduction effect. Among them, the specific dimensions of the platform screen door should be determined according to the vehicle type used on each line. Through on-site noise test experiments and spectral analysis of the noise data, the main frequency band to be blocked is determined. After determining the main frequency of the braking noise, the size of the groove in the concave structure on the surface of the platform screen door is adjusted. By using the main frequency of the noise and the half-wavelength delay at the concave structure on the surface of the platform screen door, the basic parameters of the concave structure on the surface of the platform screen door are designed. Since the difference in the lengths of the two concave surfaces in the concave structure is equal to half of the wavelength of the sound wave emitted by the subway vehicle, when the two sound waves interfere during superposition, they cancel each other out and weaken the sound intensity, reducing the sound and thus achieving the noise reduction effect.

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