A noise reduction U-shaped beam for urban rail transit elevated sections

Abstract

The present application discloses a noise reduction U-shaped beam for urban rail transit elevated, which relates to the technical field of bridge engineering. It includes a U-shaped beam composed of a bottom plate and side plates symmetrically arranged on the bottom plate. A first sound-absorbing roller adjacent to the side plate is rotatably arranged on the bottom plate. There are multiple first sound-absorbing rollers, which are evenly spaced along the extending direction of the bottom plate. The present application can reduce the noise intensity generated when a vehicle travels on the U-shaped beam.

Description

Technical Field

[0001] This application relates to the technical field of bridge engineering, and in particular to a noise-reducing U-shaped beam for urban rail transit viaducts. Background Art

[0002] A bridge for rail transit that spans streets in a city is called a viaduct, which is mainly supported by high towers or columns.

[0003] Currently, viaducts mainly consist of support columns and U-shaped beam segments. The support columns are evenly spaced along the extension trajectory of the viaduct. The U-shaped beam is a spliced structure. During production, the U-shaped beam segments are prefabricated in a factory and then transported to the top of the support columns. Adjacent U-shaped beam segments are connected and fixed with concrete to form the U-shaped beam structure.

[0004] When vehicles pass through, they drive airflows inside the U-shaped beam. However, when driving, the airflows driven by the vehicles rub against the side walls on both sides of the U-shaped beam, easily generating relatively loud noises and forming noise pollution. Summary of the Invention

[0005] In order to reduce the noise intensity generated when a vehicle travels on a U-shaped beam, this application provides a noise-reducing U-shaped beam for urban rail transit viaducts.

[0006] This application provides a noise-reducing U-shaped beam for urban rail transit viaducts, adopting the following technical solution:

[0007] A noise-reducing U-shaped beam for urban rail transit viaducts includes a U-shaped beam composed of a bottom plate and side plates symmetrically arranged on the bottom plate. A first sound-absorbing roller adjacent to the side plate is rotatably arranged on the bottom plate. There are multiple first sound-absorbing rollers, which are evenly spaced along the extension direction of the bottom plate.

[0008] By adopting the above technical solution, when the vehicle drives to form airflows, the airflows act on the first sound-absorbing rollers on both sides. At this time, the contact area between the first sound-absorbing rollers and the airflows is small, and the first sound-absorbing rollers are rotatably arranged, so that the frictional force generated between the airflows and the first sound-absorbing rollers is small, which can greatly reduce the magnitude of the noise generated by the frictional force and reduce the noise intensity generated when the vehicle travels on the U-shaped beam.

[0009] Optionally, a second sound-absorbing roller is rotatably arranged on the bottom plate. There are multiple second sound-absorbing rollers, which are evenly spaced along the extension direction of the bottom plate. The second sound-absorbing rollers are arranged between two adjacent first sound-absorbing rollers, and the second sound-absorbing rollers are arranged in a staggered manner with the first sound-absorbing rollers.

[0010] By adopting the above technical solution, the second sound-absorbing roller is arranged in a dislocation manner with respect to the first sound-absorbing roller. Part of the air flow acts on the second sound-absorbing roller after passing through the adjacent first sound-absorbing roller. At this time, the frictional force generated between the air flow and the second sound-absorbing roller is small, reducing the noise intensity generated by the frictional force.

[0011] Optionally, the side plate is provided with a support plate parallel to the bottom plate. Support blocks are respectively arranged on the opposite sides of the support plate and the bottom plate. The support plate can slide in a direction close to or away from the side plate. Both ends of the first sound-absorbing roller and the second sound-absorbing roller are respectively rotatably connected to the support blocks. Support ropes are respectively arranged on the upper and lower support blocks. The other ends of the upper and lower support ropes are respectively connected to the support plate and the bottom plate. The bottom plate and the support plate are provided with connecting members. When the first sound-absorbing roller approaches the side plate, the connecting member drives the second sound-absorbing roller away from the side plate. When the first sound-absorbing roller approaches the side plate, the support rope restricts the sliding of the support block for the first sound-absorbing roller to rotate. When the second sound-absorbing roller is away from the side plate, the support rope restricts the sliding of the support block for the second sound-absorbing roller to rotate.

[0012] By adopting the above technical solution, when the vehicle impacts in the direction of the side plate, the support rope restricts the movement of the support block, enabling the first sound-absorbing roller and the second sound-absorbing roller to cooperate with each other to buffer the impact force of the vehicle.

[0013] Optionally, the connecting member is a connecting rope. There are multiple connecting ropes, which respectively slide through the support plate and the bottom plate. The two ends of the connecting rope are respectively connected to the support block of the first sound-absorbing roller and the support block of the second sound-absorbing roller.

[0014] By adopting the above technical solution, the connecting rope has a simple structure and is convenient to use.

[0015] Optionally, sliding grooves for the support blocks to slide are respectively formed on the opposite sides of the support plate and the bottom plate. Sliding teeth are evenly spaced on the side wall of the sliding groove. A one-way tooth is arranged on the side wall of the support block. The one-way tooth meshes with the sliding tooth. When the first sound-absorbing roller and the second sound-absorbing roller approach each other, the one-way tooth slides unidirectionally on the sliding tooth. When the first sound-absorbing roller and the second sound-absorbing roller move away from each other, the sliding tooth supports the one-way tooth unidirectionally.

[0016] By adopting the above technical solution, the one-way tooth slides on the sliding tooth, which can buffer the impact of the vehicle and further reduce the impact force.

[0017] Optionally, the lower support block is provided with a blocking plate for blocking the sliding groove. The blocking plate slides on the bottom plate.

[0018] By adopting the above technical solution, the blocking plate blocks the sliding groove, reducing the possibility of sand and gravel entering the sliding groove.

[0019] Optionally, a linkage belt is wound between the first sound-absorbing roller and the adjacent second sound-absorbing roller, and the rotation directions of the first sound-absorbing roller and the second sound-absorbing roller are opposite when they are linked.

[0020] By adopting the above technical solution, when the first sound-absorbing roller rotates, the second sound-absorbing roller rotates in the opposite direction, which can buffer the airflow acting on the second sound-absorbing roller and reduce the intensity of the airflow driven by the vehicle.

[0021] Optionally, spoiler grooves are respectively formed on the outer peripheral sides of the first sound-absorbing roller and the second sound-absorbing roller.

[0022] By adopting the above technical solution, when the airflow flows through the first sound-absorbing roller and the second sound-absorbing roller, the airflow can flow into the spoiler grooves to disrupt the airflow, reducing the intensity of the airflow that rubs against the first sound-absorbing roller and the second sound-absorbing roller and reducing the generated noise.

[0023] In summary, the present application includes at least one of the following beneficial effects:

[0024] 1. By reducing the contact area with the airflow by the first sound-absorbing roller, and at the same time, the first sound-absorbing roller is rotatably arranged, when the vehicle is running, the friction generated by the airflow formed by the vehicle in contact with both sides is reduced, and the intensity of the noise generated by the friction is reduced;

[0025] 2. The support rope restricts the support block, so that when the first sound-absorbing roller is hit by the vehicle, the impact force of the vehicle can be buffered to a certain extent. Description of the Drawings

[0026] Figure 1 is the overall structural schematic diagram of the first embodiment of the present application;

[0027] Figure 2 is Figure 1 the enlarged schematic diagram of part A of

[0028] Figure 3 is the external structural schematic diagram of the second embodiment of the present application;

[0029] Figure 4 is the schematic diagram showing the connection structure of the support block and the support rope in the second embodiment of the present application;

[0030] Figure 5 is Figure 4 the enlarged schematic diagram of part B of

[0031] Figure 6 is the overall structural schematic diagram of the third embodiment of the present application;

[0032] Figure 7 isFigure 6 Schematic enlarged view of part C.

[0033] Reference numerals: 1, U-shaped beam; 2, bottom plate; 3, side plate; 31, support plate; 4, first sound-absorbing roller; 41, linkage belt; 42, spoiler groove; 5, second sound-absorbing roller; 6, support block; 61, first support block; 62, second support block; 63, connecting rope; 64, one-way tooth; 65, plugging plate; 7, support rope; 71, first support rope; 72, second support rope; 8, chute; 81, first chute; 82, second chute; 83, sliding tooth; 84, plugging groove. Detailed implementation manners

[0034] The following further elaborates on this application Figure 1-7 in conjunction with the attached drawings.

[0035] An embodiment of this application discloses a noise-reducing U-shaped beam for urban rail transit elevated structures.

[0036] Embodiment 1

[0037] Refer to Figure 1 , the noise-reducing U-shaped beam for urban rail transit elevated structures includes a U-shaped beam 1 composed of a bottom plate 2 and side plates 3. There are two side plates 3, which are symmetrically fixed on the top of the bottom plate 2 and are respectively located near the two side edges. The bottom plate 2 and the side plates 3 are precast and poured with concrete in the factory, and the U-shaped beam 1 can be poured in sections during production. During construction, each section of the U-shaped beam 1 is transported to the construction site for splicing and fixing.

[0038] Refer to Figure 1 and Figure 2 , a first sound-absorbing roller 4 is rotatably connected to the top of the bottom plate 2. The first sound-absorbing roller 4 extends in the vertical direction. There are two groups of the first sound-absorbing rollers 4, which are symmetrically arranged. Each group of the first sound-absorbing rollers 4 has multiple ones and is evenly spaced along the extending direction of the bottom plate 2. And the two first sound-absorbing rollers 4 are respectively located near the two side plates 3. When a vehicle passes through the U-shaped beam 1, the airflows are brought up on both sides of the vehicle facing the side plates 3, and the airflows flow along with the vehicle in the driving direction of the vehicle. When the airflows flow through the first sound-absorbing roller 4, the contact area between the first sound-absorbing roller 4 and the airflows is small, that is, the friction area between the airflows and the first sound-absorbing roller 4 is small, and the noise generated by the friction is correspondingly reduced; at the same time, the first sound-absorbing roller 4 rotates, and a relative rotation occurs between the airflows and the first sound-absorbing roller 4, further reducing the intensity of the noise generated by the frictional force.

[0039] Refer to Figure 1 and Figure 2, two groups of second sound - damping rollers 5 are rotatably connected to the top of the bottom plate 2. The second sound - damping rollers 5 are parallel to the first sound - damping rollers 4, and each group of second sound - damping rollers 5 has multiple ones and is evenly spaced along the extending direction of the bottom plate 2. Each second sound - damping roller 5 is respectively arranged between two adjacent first sound - damping rollers 4, and the first sound - damping rollers 4 and the second sound - damping rollers 5 are arranged in a staggered manner. The second sound - damping rollers 5 are located on the side of the first sound - damping rollers 4 close to the side plate 3. When the airflow formed by the vehicle driving passes through the gap between the two first sound - damping rollers 4, the airflow acts on the second sound - damping rollers 5. The second sound - damping rollers 5 are rotatably arranged and have a small contact area with the airflow, so that the noise intensity generated by the friction between the airflow and the second sound - damping rollers 5 is small. At this time, the first sound - damping rollers 4 and the second sound - damping rollers 5 cooperate with each other, greatly reducing the noise generated by the friction between the airflow and the side plate 3 when they come into contact with each other.

[0040] See Figure 1 With Figure 2 , a linkage belt 41 with adjacent ends is sleeved on the outer peripheral side of the first sound - damping roller 4. The linkage belt 41 is turned and staggered to form an "8" structure, and the linkage belt 41 is simultaneously sleeved on the outer peripheral side of the next - adjacent second sound - damping roller 5 along the extending direction of the bottom plate 2 of the first sound - damping roller 4. During use, the linkage belt 41 realizes the linkage between the first sound - damping roller 4 and the second sound - damping roller 5, and makes the rotation directions of the first sound - damping roller 4 and the second sound - damping roller 5 opposite. When the airflow formed by the vehicle driving drives the first sound - damping roller 4 to rotate, the first sound - damping roller 4 drives the second sound - damping roller 5 to rotate in the opposite direction. At this time, the airflow acting on the second sound - damping roller 5 through the gap between two adjacent first sound - damping rollers 4 is buffered by the second sound - damping roller 5, which can reduce the intensity of the airflow flowing along with the vehicle driving, thereby reducing the noise intensity generated when the vehicle continues to drive.

[0041] See Figure 1 With Figure 2 , in order to further reduce the noise generated by the friction of the airflow formed by the vehicle driving, turbulence - generating grooves 42 are respectively formed on the outer peripheral sides of the first sound - damping roller 4 and the second sound - damping roller 5. There are two turbulence - generating grooves 42 and they respectively extend along the thread roller machine. And one of the turbulence - generating grooves 42 extends along the positive - thread track, and the other turbulence - generating groove 42 extends along the reverse - thread track. The two turbulence - generating grooves 42 are staggered when extending.

[0042] See Figure 1 With Figure 2 , when the airflow acts on the outer peripheral sides of the first sound - damping roller 4 and the second sound - damping roller 5, due to the existence of the turbulence - generating grooves 42, part of the airflow flows into the turbulence - generating grooves 42, and part of the airflow flows on the outer peripheral sides of the first sound - damping roller 4 and the second sound - damping roller 5; at the same time, due to the staggered extension of the turbulence - generating grooves 42, the airflow entering the turbulence - generating grooves 42 forms a turbulent flow, and when the turbulent flow flows out of the turbulence - generating grooves 42, it can disrupt the airflow flowing on the outer peripheral sides of the first sound - damping roller 4 and the second sound - damping roller 5, reducing the intensity of the airflow that rubs between the first sound - damping roller 4 and the second sound - damping roller 5 and decreasing the noise intensity.

[0043] The implementation principle of a noise reduction U-shaped beam for urban rail transit viaduct in an embodiment of the present application is as follows:

[0044] When the vehicle travels in the U-shaped beam 1, due to the airflow driven by the vehicle traveling acting on the two first sound absorption rollers 4 and the second sound absorption rollers 5, at this time, because the contact area between the first sound absorption rollers 4 and the second sound absorption rollers 5 and the airflow is small and they are rotationally arranged, the noise generated by friction when the airflow flows is reduced, and the noise intensity generated when the vehicle travels on the U-shaped beam 1 can be greatly reduced.

[0045] Embodiment 2

[0046] The difference between the second embodiment of the present application and the first embodiment is as follows; refer to Figure 2 and Figure 3 , the first sound absorption rollers 4 and the second sound absorption rollers 5 are respectively slidably arranged, and the first sound absorption rollers 4 and the second sound absorption rollers 5 rotate independently and are not linked through the linkage belt 41.

[0047] Refer to Figure 4 and Figure 5 , on the opposite side tops of the two side plates 3, support plates 31 are respectively fixedly connected, and the support plates 31 extend along the extension direction of the U-shaped beam 1. On the opposite sides of the support plates 31 and the bottom plate 2, chutes 8 are respectively formed. The chutes 8 extend towards the side plate 3 and the extension direction is perpendicular to the extension direction of the side plate 3. The chutes 8 on the support plates 31 and the bottom plate 2 are symmetrically arranged up and down. The chute 8 includes a first chute 81 and a second chute 82. The first chute 81 and the second chute 82 are arranged at intervals and are offset. The extension length of the first chute 81 is equal to the extension length of the second chute 82, and the distance between the second chute 82 and the side plate 3 on the side close to the side plate 3 is less than the distance between the first chute 81 and the side plate 3 on the side close to the side plate 3.

[0048] Refer to Figure 4 and Figure 5 , the bottom plate 2 and the support plates 31 are respectively provided with support blocks 6 corresponding to the chutes 8 one by one. The support blocks 6 slide in the chutes 8 towards or away from the side plate 3; and the support blocks 6 include a first support block 61 and a second support block 62, wherein the first support block 61 is located in the first chute 81 and the second support block 62 is located in the second chute 82.

[0049] Refer to Figure 4 and Figure 5, the first sound-absorbing roller 4 is rotatably connected between two relatively upper and lower first support blocks 61, and the second sound-absorbing roller 5 is rotatably connected between two relatively upper and lower second support blocks 62. In the initial state, the first support block 61 is located at a position of the first chute 81 away from the side plate 3, and the second support block 62 is located at a position of the second chute 82 close to the side plate 3. The two side walls of the first support block 61 and the second support block 62 on the bottom plate 2 facing and facing away from the side plate 3, and near the top position are respectively fixedly connected with a sealing plate 65. The bottom plate 2 is provided with a sealing groove 84 for the sealing plate 65 to slide, and the sealing groove 84 is located on the groove walls of the first chute 81 and the second chute 82 close to and away from the side plate 3. During use, the sealing plate 65 slides in the sealing groove 84 to reduce the entry of sand and gravel into the lower first chute 81 and second chute 82.

[0050] See Figure 4 and Figure 5 , on the side walls of the first support blocks 61 facing away from the side plate 3, which are relatively upper and lower, first support ropes 71 are respectively fixedly connected. The first support ropes 71 are located in the first chute 81, and one end of the first support rope 71 away from the first support block 61 is fixed to the side wall of the first chute 81 away from the side plate 3. On the side walls of the second support blocks 62 facing away from the side plate 3, which are relatively upper and lower, second support ropes 72 are respectively fixedly connected. The second support ropes 72 are located in the second chute 82, and one end of the second support rope 72 away from the second support block 62 is fixed to the side wall of the second chute 82 away from the side plate 3.

[0051] See Figure 4 and Figure 5 , the support plate 31 and the bottom plate 2 are respectively slidably penetrated by connecting ropes 63. There are multiple connecting ropes 63 and they correspond to the first support blocks 61 one by one. Both ends of the connecting rope 63 respectively extend into the first chute 81 and the second chute 82. One end of the connecting rope 63 is fixed to the side wall of the first support block 61 on the side connecting the first support rope 71, and the other end of the connecting rope 63 is fixed to the side wall of the next adjacent second support block 62 on the side facing away from the side plate 3 along the extending direction of the bottom plate 2.

[0052] See Figure 4 and Figure 5, when the vehicle collides in the direction of the side plate 3 during driving, the vehicle first impacts on the first sound-absorbing roller 4. At this time, the first support rope 71 restricts the sliding of the first support block 61 until the impact force exceeds the support limit of the first support rope 71. At this time, the first support rope 71 breaks, which can buffer a part of the impact force. At the same time, the vehicle continues to collide with the first sound-absorbing roller 4. At this time, the first support block 61 continues to move in the direction of the side plate 3. When the first support block 61 collides with the side plate 3, the connecting rope 63 drives the next adjacent second support block 62 to move away from the side plate 3. At this time, the second support rope 72 restricts the sliding of the second support block 62, and buffers the impact force again until the second support rope 72 breaks, the first support block 61 approaches the side plate 3, and the second support block 62 moves away from the side plate 3. When the second support block 62 moves away from the side plate 3 to the second sound-absorbing roller 5 impacts the vehicle, the second sound-absorbing roller 5 buffers the impact force of the vehicle. Then the vehicle drives the first sound-absorbing roller 4 and the second sound-absorbing roller 5 to move in the direction of the side plate 3 at the same time. At this time, the connecting rope 63 restricts the first support block 61 and the second support block 62 from moving in the direction of the side plate 3, further buffering the impact force of the vehicle until the connecting rope 63 breaks, and the vehicle drives the first sound-absorbing roller 4 and the second sound-absorbing roller 5 to impact on the side plate 3. At this time, the impact force of the vehicle on the side plate 3 is greatly reduced.

[0053] Embodiment III

[0054] The difference between the third embodiment of the present application and the second embodiment is as follows: Refer to Figure 6 and Figure 7 , on both side walls in the length direction of the first sliding groove 81 and the second sliding groove 82, sliding teeth 83 are respectively fixedly connected. There are multiple sliding teeth 83 and they are evenly spaced. On the side walls of the first support block 61 and the second support block 62 facing the sliding teeth 83, one-way teeth 64 are respectively fixedly connected. The one-way teeth 64 are meshed with the sliding teeth 83, and the one-way teeth 64 and the sliding teeth 83 are respectively made of metal materials, such as steel, stainless steel, etc.

[0055] Refer to Figure 6 and Figure 7 , the one-way teeth 64 and the sliding teeth 83 respectively adopt a triangular tooth structure with a right-angled triangle at the end face, and the inclined side of the sliding teeth 83 in the first sliding groove 81 and the inclined side of the sliding teeth 83 in the second sliding groove 82 face in opposite directions. When the first support block 61 and the second support block 62 move towards each other, the one-way teeth 64 slide unidirectionally on the sliding teeth 83, restricting the sliding of the first support block 61 and the second support block 62 to a certain extent, which is beneficial to further reducing the acting force of the vehicle impact on the first sound-absorbing roller 4 and the second sound-absorbing roller 5. When the first support block 61 and the second support block 62 move away from each other, the sliding teeth 83 support the one-way teeth 64 unidirectionally.

[0056] The above are all preferred embodiments of the present application, and do not limit the protection scope of the present application. Therefore, all equivalent changes made according to the structure, shape, and principle of the present application shall be covered within the protection scope of the present application.

Claims

1. A noise-reducing U-shaped beam for urban rail transit viaduct, characterized in that: It includes a U-shaped beam (1) composed of a bottom plate (2) and side plates (3) symmetrically arranged on the bottom plate (2). A first sound-absorbing roller (4) adjacent to the side plate (3) is rotatably arranged on the bottom plate (2). There are multiple first sound-absorbing rollers (4) and they are evenly spaced along the extending direction of the bottom plate (2). A second sound-absorbing roller (5) is rotatably arranged on the bottom plate (2). There are multiple second sound-absorbing rollers (5) and they are evenly spaced along the extending direction of the bottom plate (2). The second sound-absorbing rollers (5) are arranged between two adjacent first sound-absorbing rollers (4), and the second sound-absorbing rollers (5) are arranged in a staggered manner with the first sound-absorbing rollers (4). The side plate (3) is provided with a support plate (31) parallel to the bottom plate (2). Support blocks (6) are respectively arranged on the opposite sides of the support plate (31) and the bottom plate (2) facing each other. The support plate (31) can slide towards or away from the side plate (3). The two ends of the first sound-absorbing roller (4) and the second sound-absorbing roller (5) are respectively rotatably connected to the support blocks (6). Support ropes (7) are respectively arranged on the upper and lower support blocks (6). The other ends of the upper and lower support ropes (7) are respectively connected to the support plate (31) and the bottom plate (2). The bottom plate (2) and the support plate (31) are provided with connecting parts. When the first sound-absorbing roller (4) approaches the side plate (3), the connecting parts drive the second sound-absorbing roller (5) away from the side plate (3). When the first sound-absorbing roller (4) approaches the side plate (3), the support rope (7) restricts the sliding of the support block (6) for the rotation of the first sound-absorbing roller (4). When the second sound-absorbing roller (5) moves away from the side plate (3), the support rope (7) restricts the sliding of the support block (6) for the rotation of the second sound-absorbing roller (5).

2. The noise reduction U-shaped beam for urban rail transit elevated described in claim 1, characterized in that: The connecting parts are connecting ropes (63). There are multiple connecting ropes (63) and they respectively slide through the support plate (31) and the bottom plate (2). The two ends of the connecting rope (63) are respectively connected to the support block (6) of the first sound-absorbing roller (4) and the support block (6) of the second sound-absorbing roller (5).

3. The noise reduction U-shaped beam for urban rail transit elevated according to claim 2, characterized in that: Chutes (8) for the support blocks (6) to slide are respectively opened on the opposite sides of the support plate (31) and the bottom plate (2) facing each other. Sliding teeth (83) are evenly spaced on the side walls of the chutes (8). One-way teeth (64) are arranged on the side walls of the support blocks (6). The one-way teeth (64) are meshed with the sliding teeth (83). When the first sound-absorbing roller (4) and the second sound-absorbing roller (5) approach each other, the one-way teeth (64) slide unidirectionally on the sliding teeth (83). When the first sound-absorbing roller (4) and the second sound-absorbing roller (5) move away from each other, the sliding teeth (83) support the one-way teeth (64) unidirectionally.

4. The noise reduction U-shaped beam for urban rail transit elevated according to claim 3, characterized in that: A blocking plate (65) for blocking the chute (8) is arranged on the lower support block (6). The blocking plate (65) slides on the bottom plate (2).

5. The noise reduction U-shaped beam for urban rail transit elevated described in claim 1, characterized in that: A linkage belt (41) is wound between the first sound-absorbing roller (4) and the adjacent second sound-absorbing roller (5), and the rotation directions of the first sound-absorbing roller (4) and the second sound-absorbing roller (5) are opposite when they are linked.

6. A noise reduction U-shaped beam for urban rail transit elevated, characterized in that: Turbulence grooves (42) are respectively formed on the outer peripheral sides of the first sound-absorbing roller (4) and the second sound-absorbing roller (5).

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