A cavity jet noise reduction system for high-speed train workshops

Abstract

The present invention discloses a cavity jet noise reduction system for a high-speed train workshop, comprising a windshield with noise reduction devices disposed at both ends of the windshield. The noise reduction devices include deflectors vertically sleeved onto the exterior of both ends of the windshield, flow restrictors disposed between the deflectors and the end walls of the corresponding carriages, the flow restrictors forming gaps between the deflectors and the end walls of the carriages, and multiple evenly distributed flow guide units disposed on the deflectors. The flow guide units include a flow guide channel disposed within the deflectors, an air intake hole disposed horizontally on a side of the deflectors facing the gap, and two jet holes disposed horizontally on a side of the deflectors facing away from the gap, both symmetrically distributed and communicating with the flow guide channels. Lightweight plastic balls are movably disposed within the flow guide channels. The cavity jet noise reduction system for a high-speed train workshop provided by the present invention is installed in the cavity of a high-speed train workshop and can effectively reduce cavity noise in the high-speed train workshop at its source without adding new power.

Description

Technical Field

[0001] The invention relates to a cavity jet noise reduction system for a high-speed train workshop, belonging to the technical field of high-speed train noise reduction. Background Art

[0002] As my country's high-speed trains increase in speed, their aerodynamic characteristics become increasingly prominent, and the aerodynamic noise generated by the train's interior cavity is particularly noticeable. The interior cavity connects to the pedestrian walkway and is enclosed by a windshield. This windshield absorbs all relative motion between the train cars, ensuring safe and easy passage for passengers. However, at high speeds, the windshield's structural design creates a strong, turbulent flow field with significant unsteady characteristics, generating aerodynamic noise that impacts passenger comfort. Summary of the Invention

[0003] In view of the above problems existing in the prior art, the purpose of the present invention is to provide a cavity jet noise reduction system for a high-speed train workshop.

[0004] To achieve the above object, the present invention adopts the following technical solutions:

[0005] A cavity jet noise reduction system for a high-speed train workshop comprises a windshield connected between two adjacent carriages of the train, noise reduction devices are provided at both ends of the windshield, the noise reduction device comprises guide plates vertically sleeved on the outside of both ends of the windshield, flow limiting plates are provided between the guide plates and the end walls of the carriage at the corresponding ends, a gap is formed between the guide plates and the end walls of the carriage by the flow limiting plates, a plurality of guide units are evenly distributed on the guide plates, the guide units comprise a guide channel provided in the guide plate, an air intake hole communicating with the guide channel is horizontally provided on a side of the guide plate facing the gap, two jet holes symmetrically distributed up and down and both communicating with the guide channel are horizontally provided on a side of the guide plate facing away from the gap, and a lightweight plastic ball is movably provided in the guide channel.

[0006] In one embodiment, the guide plate is in an inverted concave shape as a whole, the flow limiting plate is in a cross shape as a whole, and the flow limiting plate is connected to the inner wall and the bottom wall of the guide plate.

[0007] In one embodiment, the width of the gap between the deflector and the end wall of the carriage is 45 to 55 mm.

[0008] In one implementation scheme, the end of the guide channel communicating with the suction hole is the suction end, and the end communicating with the ejection hole is the ejection end. The guide channel is bullet-shaped as a whole, and the cross-sectional area of ​​the guide channel gradually decreases from the ejection end to the suction end.

[0009] In one embodiment, a plurality of the guide units are distributed on the guide plate in a linear array.

[0010] In a preferred embodiment, the interval between two adjacent guide units is 90 to 110 mm, based on the side of the air intake hole.

[0011] In one implementation scheme, in the guide unit, the diameter of the suction hole is 10-14 mm, the diameter of the jet hole is 8-12 mm, and the diameter of the lightweight plastic ball is 12-16 mm.

[0012] In one implementation scheme, in the guide unit, the distance between two jet holes is 14 to 18 mm.

[0013] Compared with the prior art, the beneficial technical effects of the present invention are:

[0014] The high-speed train workshop cavity jet noise reduction system provided by the present invention is installed in the cavity of the high-speed train workshop. It can automatically convert the incoming air obtained during the operation of the train into jets to destroy the turbulent flow field of the workshop cavity without adding new power, and effectively reduce the noise of the high-speed train workshop cavity from the noise source. The noise reduction effect is significant, which is of positive significance in improving the passenger comfort. Compared with the existing technology, it has achieved significant progress and unexpected results. BRIEF DESCRIPTION OF THE DRAWINGS

[0015] Figure 1 1. It is a schematic diagram of the installation of the cavity jet noise reduction system for a high-speed train workshop provided in an embodiment of the present invention;

[0016] Figure 2 yes Figure 1 A partial enlarged view of

[0017] Figure 3 yes Figure 1 A partial enlarged view of the front side;

[0018] Figure 4 Schematic diagram of the positions of the noise reduction devices at both ends of the windshield in an embodiment of the present invention;

[0019] Figure 5 is a schematic diagram of a guide plate according to an embodiment of the present invention;

[0020] Figure 6 is a cross-sectional view of a guide plate according to an embodiment of the present invention;

[0021] Figure 7 Schematic diagram of a current limiting plate in an embodiment of the present invention;

[0022] Figure 8 This is a partial cross-sectional enlarged view of a guide unit in a guide plate located at the rear end wall of the front compartment of two adjacent compartments during train operation according to an embodiment of the present invention;

[0023] Figure 9It is a partial cross-sectional enlarged view of a guide unit in a guide plate located at the front end wall of the rear compartment of two adjacent compartments during train operation according to an embodiment of the present invention;

[0024] Figure 10 This is a schematic diagram of the working principle of the high-speed train workshop cavity jet noise reduction system provided in an embodiment of the present invention;

[0025] The numbers in the figure are as follows: 1. Carriage; 2. Windshield; 3. Noise reduction device; 31. Guide plate; 311. Guide unit; 3111. Guide channel; 3112. Air intake hole; 3113. Upper jet hole; 3114. Lower jet hole; 3115. Lightweight plastic ball; 32. Limiting plate; G, gap. DETAILED DESCRIPTION

[0026] The technical solution of the present invention will be further clearly and completely described below in conjunction with the accompanying drawings and embodiments.

[0027] Example

[0028] Please combine Figures 1 to 10 As shown: The present invention provides a high-speed train workshop cavity jet noise reduction system, including a windshield 2 connected between two adjacent train carriages 1, with noise reduction devices 3 provided at both ends of the windshield 2, the noise reduction devices 3 including guide plates 31 vertically sleeved on the outside of both ends of the windshield 2, and flow limiting plates 32 provided between the guide plates 31 and the end walls of the carriages 1 at the corresponding ends, forming a gap G between the guide plates 31 and the end walls of the carriages 1 by the flow limiting plates 32, and evenly distributing the airflow on the guide plates 31. There are multiple guide units 311, which include a guide channel 3111 arranged in the guide plate 31, and an air suction hole 3112 connected to the guide channel 3111 is horizontally provided on the side of the guide plate 31 facing the gap G, and two jet holes 3113 and 3114 are horizontally provided on the side of the guide plate 31 facing away from the gap G. The two jet holes 3113 and 3114 are symmetrically distributed in the upper and lower directions and are both connected to the guide channel 3111, and a lightweight plastic ball 3115 is movably provided in the guide channel 3111.

[0029] In this embodiment, for the convenience of description, the jet hole located at the top is named as the upper jet hole 3113 , and the jet hole located at the bottom is named as the lower jet hole 3114 .

[0030] In this embodiment, the guide plate 31 is in an inverted concave shape (such as Figure 4 and Figure 5 As shown), the flow limiting plate 32 is in the shape of a figure (as shown Figure 4 and Figure 7 As shown), the flow limiting plate 32 is connected to the inner wall and the bottom wall of the guide plate 31, thereby forming a gap G between the guide plate 31 and the end wall of the carriage 1.

[0031] In this embodiment, the width of the gap G between the guide plate 31 and the end wall of the carriage 1 is 45-55 mm, preferably 50 mm. The width of the gap G is equivalent to the width of the flow limiting plate 32.

[0032] In this embodiment, the end of the guide channel 3111 that is connected to the air intake hole 3112 is the air intake end, and the end that is connected to the jet holes 3113 / 3114 is the jet end. The guide channel 3111 is bullet-shaped as a whole, and the cross-sectional area of ​​the guide channel 3111 gradually decreases from the jet end to the air intake end.

[0033] In this embodiment, the plurality of guide units 311 are distributed on the guide plate 31 in a linear array, which can achieve a better noise reduction effect.

[0034] In this embodiment, based on the side of the air intake hole 3112 , the interval between two adjacent air guide units 311 is 90 to 110 mm, preferably 100 mm.

[0035] In this embodiment, in the guide unit 311, the diameter of the air intake hole 3112 is 10-14 mm, preferably 12 mm, the diameter of the jet hole 3113 / 3114 is 8-12 mm, preferably 10 mm, and the diameter of the lightweight plastic ball 3115 is 12-16 mm, preferably 14 mm.

[0036] In addition, in the guide unit 311 , the distance between the two jet holes (ie, the upper jet hole 3113 and the lower jet hole 3114 ) is 14-18 mm, preferably 16 mm.

[0037] The working principle of the cavity jet noise reduction system for high-speed train workshops described in the present invention is as follows:

[0038] like Figures 1 to 3 As shown, the space between the two carriages 1 is the train workshop cavity, and the windshield 2 is installed in the train workshop cavity. According to the arrangement of carriage 1-flow limiter 32-flow guide plate 31-windshield 2-flow guide plate 31-flow limiter 32-carriage 1, the flow guide plates 31 and flow limiter 32 are installed at both ends of the windshield 2 between two adjacent carriages 1 of the train. The flow guide plates 31 and flow limiter 32 constitute the noise reduction device 3. In this way, the noise reduction device 3 is respectively installed at both ends of the windshield 2.

[0039] In this embodiment, Figure 10 The working principle of the noise reduction system is explained by taking the train running direction as an example. Figure 10 The middle train runs to the left. Accordingly, the car 1 on the left is defined as the front car of the two adjacent cars, and the end of the windshield 2 close to the left car is defined as the front end of the windshield 2; the car 1 on the right is defined as the rear car of the two adjacent cars, and the end of the windshield 2 close to the right car is defined as the rear end of the windshield 2.

[0040] When the train is running at high speed, it can get airflow.

[0041] Combine Figure 8 and Figure 10 As shown, the working principle of the noise reduction device located at the rear end wall of the front car in the two adjacent cars is as follows: the air flow enters the gap G between the car 1 and the guide plate 31 located at the front end of the windshield 2. Due to the action of the flow restriction plate 32, the air is compressed and restricted near the inner side of the flow restriction plate 32. Then, the air flows along the air intake hole 3112 on each guide unit 311 into the guide channel 3111 inside the guide plate 31. The air flow entering the air intake hole 3112 flows along the guide channel 3111. At this time, the lightweight plastic ball 3115 is pushed to the lower jet hole 3114 under the dual action of the air flow driving force and its own gravity, thereby blocking the air circulation and causing the air to be ejected from the upper jet hole 3113. Since there are multiple guide units 311 distributed on the guide plate 31, each guide unit can emit a jet. In this way, an air flow opposite to the train running direction can be generated during the train operation, effectively destroying the turbulent flow field in the workshop cavity and playing a noise reduction role.

[0042] Combine Figure 9 and Figure 10 As shown, the working principle of the noise reduction device located at the front end wall of the rear compartment of the two adjacent compartments is as follows: the airflow enters the gap G between the compartment 1 and the guide plate 31 located at the rear end of the windshield 2. Similarly, the air will also enter the interior of the guide unit 311 through the air intake hole 3112. However, since the train is traveling to the left, the air inside the guide unit 311 enters the guide channel 3111 through the upper jet hole 3113 and the lower jet hole 3114. The airflow pressure is greater than the pressure on the side of the air intake hole 3112. Therefore, the lightweight plastic ball 3115 will block the air intake hole 3112, preventing the guide unit 311 from forming a jet.

[0043] When the train runs in the reverse direction, the working principles of the noise reduction devices 3 at both ends of the windshield 2 are interchanged;

[0044] As can be seen from the above, when the train runs at high speed, a turbulent flow field will be formed inside the workshop cavity. The closer to the windshield 2, the greater the turbulence will be. At this time, the airflow pressure on the inside of the flow limiter 32 at the front end is also the largest, resulting in the airflow ejected from the guide plate 31 at the rear end wall of the front car in the two adjacent cars having the highest velocity, thereby effectively cutting the flow field at the cavity windshield and reducing the cavity aerodynamic noise source; and, since both ends of the windshield 2 at the train workshop cavity are provided with a noise reduction device 3 consisting of a guide plate 31 and a flow limiter 32, the noise reduction system can emit a jet to reduce noise regardless of whether the train is running in the forward or reverse direction; in addition, since the noise reduction system is installed in the cavity between any two adjacent cars in the high-speed train, the noise of the entire vehicle can be effectively reduced.

[0045] Finally, it is necessary to point out here that the above is only a preferred specific embodiment of the present invention, but the scope of protection of the present invention is not limited thereto. Any changes or substitutions that can be easily thought of by any technician familiar with this technical field within the technical scope disclosed by the present invention should be covered within the scope of protection of the present invention.

Claims

1. A cavity jet noise reduction system for a high-speed train workshop, comprising a windshield connected between two adjacent train carriages, characterized in that: The cam is provided with a plurality of guide units evenly distributed on the guide plates, and the guide units include a guide channel provided in the guide plate, an air intake hole communicating with the guide channel is horizontally provided on a side of the guide plate facing the gap, and two jet holes are horizontally provided on a side of the guide plate facing away from the gap, and both are communicated with the guide channel. A lightweight plastic ball is movably provided in the guide channel; the jet hole located above is named upper jet hole, and the jet hole located below is named lower jet hole. When the airflow entering the air intake hole flows along the guide channel, the lightweight plastic ball can be pushed to the lower jet hole under the dual action of the airflow driving force and its own gravity, thereby blocking the air circulation and causing the air to be ejected from the upper jet hole.

2. The high-speed train workshop cavity jet noise reduction system according to claim 1 is characterized by: The guide plate is in an inverted concave shape as a whole, and the flow limiting plate is in a cross shape as a whole. The flow limiting plate is connected to the inner wall and the bottom wall of the guide plate.

3. The high-speed train workshop cavity jet noise reduction system according to claim 1 is characterized by: The width of the gap between the deflector and the end wall of the carriage is 45 to 55 mm.

4. The high-speed train workshop cavity jet noise reduction system according to claim 1, characterized in that: The end of the guide channel communicating with the air intake hole is the air intake end, and the end communicating with the ejection hole is the ejection end. The guide channel is bullet-shaped as a whole, and the cross-sectional area of ​​the guide channel gradually decreases from the ejection end to the air intake end.

5. The high-speed train workshop cavity jet noise reduction system according to claim 1 is characterized by: The plurality of guide units are distributed on the guide plate in a linear array.

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