Combined wind barrier for high-speed railway bridges

Abstract

The application relates to a combined wind screen for a high-speed railway bridge, belonging to the technical field of bridge structure protection facilities, which comprises support columns arranged at equal intervals along the longitudinal direction of the bridge on both sides of the bridge, and further comprises a wind screen assembly arranged between two adjacent support columns and connected with the two adjacent support columns; the wind screen assembly comprises a louvered wind screen assembly and an open-hole type wind screen assembly; the open-hole type wind screen assembly comprises a porous wind barrier plate used for resisting wind pressure; the louvered wind screen assembly is used for adjusting the wind permeability and guiding the lateral wind caused by the passing of a train; the open-hole type wind screen assembly is arranged below the louvered wind screen assembly, the open-hole type wind screen assembly is connected with the louvered wind screen assembly through the support columns, and the two ends of the porous wind barrier plate close to the support columns are fixedly connected with the support columns. The application can flexibly adjust the wind permeability of the wind screen and effectively increase the operation safety of high-speed trains.

Description

Technical Field

[0001] This application relates to the field of bridge structure protection facilities technology, and in particular to a combined wind barrier for high-speed railway bridges. Background Technology

[0002] With the rapid development of bridge construction, an increasing number of long-span bridges are spanning mountain valleys and rivers and seas. However, the geographical environments of mountain valleys and coastal areas are quite unique, with frequent strong winds, especially strong crosswinds, which can have a very adverse impact on the safety of high-speed trains, and in severe cases, even lead to derailment and overturning. At the same time, with the development of high-speed and lightweight trains, the safety issues of trains operating under strong crosswinds have become even more prominent. Therefore, protecting high-speed trains operating in strong winds has become an urgent problem to be solved.

[0003] Installing wind barriers on one or both sides of the track to create a relatively low-wind-speed local environment for trains is an effective measure to improve train crosswind safety. In existing technology, this is addressed by installing perforated wind barriers on both sides of the high-speed train track. However, existing perforated wind barriers primarily involve openings in the barrier structure itself, and their permeability and height cannot be changed after installation. When the permeability is set low, although it can block sufficient crosswinds, this not only increases the negative pressure area on the train's windward side, making the train risky of overturning towards the wind barrier, but also increases the windward area of ​​the wind barrier, subjecting it to greater wind loads and causing fatigue issues. Simultaneously, the wind barrier transfers its own wind load to the bridge, significantly increasing the risk to bridge structural safety. Conversely, when the permeability is set high, while ensuring the safety of the wind barrier itself and the bridge structure, it cannot adequately guarantee the safety of vehicle passage under normal operating conditions. Therefore, how to flexibly adjust the permeability of wind barriers to increase the operational safety of high-speed trains is a pressing technical problem that needs to be solved. Summary of the Invention

[0004] In order to make the wind barrier's permeability flexibly adjustable and effectively increase the safety of high-speed train operation, this application provides a combined wind barrier for high-speed railway bridges.

[0005] This application provides a combined wind barrier for high-speed railway bridges, employing the following technical solution:

[0006] A combined wind barrier for high-speed railway bridges includes support columns evenly spaced along the longitudinal direction of the bridge on both sides of the bridge. The bottom surface of the support columns is fixed to the bridge deck by U-bolts. The wind barrier assembly is also included, which is located between two adjacent support columns and connected to both adjacent support columns.

[0007] The wind barrier assembly includes a louvered wind barrier assembly and an open-type wind barrier assembly. The open-type wind barrier assembly includes a porous wind deflector for resisting wind pressure. The louvered wind barrier assembly is used to adjust the air permeability and guide the crosswinds brought by the passing train. The open-type wind barrier assembly is located below the louvered wind barrier assembly. The open-type wind barrier assembly and the louvered wind barrier assembly are connected through the support column. The two ends of the porous wind deflector near the support column are fixedly connected to the support column.

[0008] By adopting the above technical solution, the louvered wind barrier assembly is used to adjust the air permeability, allowing the air permeability of the wind barrier to be flexibly adjusted. It also guides the lateral wind brought by the train as it passes, thereby increasing the vertical downward wind load component of the lateral wind on the train and effectively reducing the vertical upward lift, thus effectively improving the safety and comfort of train operation. The wind barrier assembly includes a louvered wind barrier assembly and an open-type wind barrier assembly, with the open-type wind barrier assembly located below the louvered wind barrier assembly. The windward area of ​​the train affected by the open-type wind barrier is under negative pressure, while the windward area of ​​the train affected by the louvered wind barrier is under positive pressure. This "positive and negative" setting greatly reduces the lateral wind load on the train, thereby effectively improving the safety and comfort of train operation.

[0009] Optionally, the louvered wind barrier assembly includes wind-blocking blades for blocking transverse wind and a connecting shaft. The connecting shaft is located between two adjacent support columns and is rotatably connected to each of the two support columns. The connecting shaft coincides with the horizontal centerline of the wind-blocking blade. The wind-blocking blade is fixedly connected to the connecting shaft. The two sides of the wind-blocking blade near the support column abut against the corresponding support column.

[0010] By adopting the above technical solution, since the wind deflector blades are fixedly connected to the connecting shaft, and the connecting shaft is rotatably connected to the two supporting columns respectively, the wind deflector blades can rotate with the connecting shaft, allowing the wind deflector blades to adjust the ventilation angle and thus change the ventilation rate, thereby making the ventilation rate of the wind barrier flexibly adjustable. In addition, the two sides of the wind deflector blades near the supporting columns abut against the corresponding supporting columns respectively, allowing the wind deflector blades to fix their angle based on the friction with the supporting columns. This means that during train operation, the ventilation rate of the wind deflector blades can be adjusted and fixed to meet the safety requirements of train operation by adjusting and fixing the rotation angle of the wind deflector blades.

[0011] Optionally, the connecting shaft is horizontally arranged and vertically arranged along the supporting column. Each connecting shaft is fixedly connected to one of the windbreak blades, and the number of connecting shafts is greater than or equal to two.

[0012] By adopting the above technical solution, since the connecting shaft is set horizontally and arranged vertically along the supporting column, the number of connecting shafts is greater than or equal to two, so that there are greater than or equal to two wind deflectors fixedly connected to the connecting shaft, and there are two or more connecting shafts and wind deflectors between each two adjacent supporting columns, which makes it easier to adjust the air permeability more flexibly by adjusting the rotation angle of the wind deflectors.

[0013] Optionally, the louvered wind barrier assembly further includes an angle positioning mechanism, which is located at the connection between the connecting shaft and the supporting column, and is used to limit the rotation angle of the windbreak blades.

[0014] By adopting the above technical solution, the angle positioning mechanism adjusts the rotation angle of the wind deflector blades and fixes the rotation angle of the wind deflector blades, making the wind deflector blades less susceptible to the influence of crosswinds and thus effectively ensuring the ventilation rate of the wind barrier to meet the safety requirements during train operation.

[0015] Optionally, it also includes a control device, which includes a control component, a motor, and a drive component. The control component is electrically connected to the motor and is used to control the drive component by controlling the motor, so that the drive component controls the rotation angle of the windshield blade. The control component, the motor, and the drive component are all mounted on the support column.

[0016] By adopting the above technical solution, the control component controls the drive component by controlling the motor, so that the drive component controls the rotation angle of the windshield blade. Thus, the control component can indirectly control the rotation angle of the windshield blade through the motor and the drive component, without the need for manual adjustment, saving time and effort.

[0017] Optionally, the drive assembly includes gears and chains. One end of each connecting shaft passes through the support column and is connected to one of the gears. The chain is sleeved on two adjacent gears and is used to drive the corresponding connecting shaft to rotate when the two adjacent gears rotate.

[0018] By adopting the above technical solution, since each connecting shaft is connected to a gear at one end and a chain is fitted on every two adjacent gears, the rotation of one connecting shaft will drive the other connecting shafts to rotate together. This makes it easier for the control board to control all connecting shafts and thus all wind deflectors through the motor and drive components. The control board can then adjust the air permeability by controlling the rotation angle of all wind deflectors, which increases the flexibility of adjusting the air permeability of the wind barrier.

[0019] Optionally, the control component includes a wind speed sensor and a control board, wherein the control board is electrically connected to the wind speed sensor and the motor;

[0020] The wind speed sensor is used to detect wind speed data; the control board is used to receive the wind speed data and control the motor according to the wind speed data, so that the motor drives the drive component and the drive component adjusts the rotation angle of the windbreak blade to a preset target angle.

[0021] By adopting the above technical solution, the control board indirectly controls the windbreak blades through the motor and drive components based on the wind speed data detected by the wind speed sensor, so that the rotation angle of the windbreak blades can be adjusted according to the wind speed data, thereby further increasing the flexibility of the wind barrier's air permeability adjustment.

[0022] Optionally, the target angle includes a first target angle and a second target angle; the first target angle is smaller than the second target angle.

[0023] When the wind speed data is greater than a preset first wind speed threshold, the control board issues a first control command to control the motor, causing the motor to drive the drive assembly, and causing the drive assembly to adjust the rotation angle of the windshield blade to the first target angle; when the wind speed data is less than a preset second wind speed threshold, the control board issues a second control command to control the motor, causing the motor to drive the drive assembly, and causing the drive assembly to adjust the rotation angle of the windshield blade to the second target angle, wherein the second wind speed threshold is less than the first wind speed threshold.

[0024] By adopting the above technical solution, when the wind speed data is greater than the first wind speed threshold, the rotation angle of the wind deflector blades is adjusted to the first target angle; when the wind speed data is less than the second wind speed threshold, the rotation angle of the wind deflector blades is adjusted to the second target angle. Since the second target angle is greater than the first target angle, the ventilation rate is reduced when the wind speed is high and increased when the wind speed is low, thereby effectively balancing the stability of train operation.

[0025] Optionally, the control component further includes an angle sensor electrically connected to the control board; the angle sensor is used to detect the rotation angle data of the windshield blade; the control board is used to receive the angle data, and when the wind speed data is greater than the first wind speed threshold and the angle data is greater than the first target angle, the control board issues a third control command to control the motor, causing the motor to drive the drive component and reduce the rotation angle of the windshield blade to the first target angle; when the wind speed data is less than the second wind speed threshold and the angle data is less than the second target angle, the control board issues a fourth control command to control the motor, causing the motor to drive the drive component and increase the rotation angle of the windshield blade to the second target angle.

[0026] By adopting the above technical solution, when the wind speed data is greater than the first wind speed threshold and the angle data is greater than the first target angle, the rotation angle of the windbreak blade is reduced to the first target angle; when the wind speed data is less than the second wind speed threshold and the angle data is less than the second target angle, the rotation angle of the windbreak blade is increased to the second target angle. This further adjusts the rotation angle of the windbreak blade according to the wind speed, thereby adjusting the wind barrier's permeability and effectively improving the flexibility of the wind barrier's permeability.

[0027] In summary, this application has at least one of the following beneficial technical effects:

[0028] 1. The louvered wind barrier assembly is used to adjust the ventilation rate, allowing the ventilation rate of the wind barrier to be flexibly adjusted. It also guides the crosswinds brought by the train as it passes, thereby increasing the vertical downward wind load component of the crosswinds acting on the train and effectively reducing the vertical upward lift, thus effectively improving the safety and comfort of train operation.

[0029] 2. The wind barrier components include louvered wind barrier components and perforated wind barrier components, with the perforated wind barrier components located below the louvered wind barrier components. The windward area of ​​the train affected by the perforated wind barrier is under negative pressure, while the windward area of ​​the train affected by the louvered wind barrier is under positive pressure. This "one positive and one negative" configuration greatly reduces the lateral wind load on the train, thereby effectively improving the safety and comfort of train operation.

[0030] 3. Since the connecting shaft is set horizontally and arranged vertically along the support column, the number of connecting shafts is greater than or equal to two, so that there are greater than or equal to two wind deflectors fixedly connected to the connecting shaft. Furthermore, there are two or more connecting shafts and wind deflectors between each pair of adjacent support columns, which makes it easier to adjust the air permeability more flexibly by adjusting the rotation angle of the wind deflectors. Attached Figure Description

[0031] Figure 1 This is a schematic diagram of the overall structure of the combined wind barrier for high-speed railway bridges according to Embodiment 1 of this application.

[0032] Figure 2 This is a line graph showing the variation of the aerodynamic coefficient of the vehicle under different closed lengths in Embodiment 1 of this application.

[0033] Figure 3 This is a line graph showing the variation of the average wind pressure coefficient of vehicles with different enclosed lengths in Embodiment 1 of this application.

[0034] Figure 4 This is an experimental simulation diagram of the angle and air permeability of the windbreak blades of the combined wind barrier for high-speed railway bridges according to Embodiment 1 of this application.

[0035] Figure 5This is another experimental simulation diagram of the angle and air permeability of the windbreak blades of the combined wind barrier for high-speed railway bridges in Embodiment 1 of this application.

[0036] Figure 6 This is a schematic diagram of the overall structure of the combined wind barrier for high-speed railway bridges according to Embodiment 2 of this application.

[0037] Explanation of reference numerals in the attached figures:

[0038] 1. Support column; 2. Wind barrier assembly; 21. Louvered wind barrier assembly; 211. Windshield blade; 212. Connecting shaft; 22. Perforated wind barrier assembly; 221. Perforated wind baffle; 222. Ventilation hole; 3. Control device; 31. Motor; 32. Drive assembly; 321. Gear; 322. Chain; 4. Placement plate. Detailed Implementation

[0039] The following is in conjunction with the appendix Figures 1 to 6 This application will be described in further detail.

[0040] The existing wind barriers for high-speed railway bridges mainly include the following types:

[0041] 1. Steel pipe mesh wind barrier: The steel pipe mesh wind barrier is composed of steel pipes and mesh. It has a high air permeability but low wind resistance, and is not suitable for areas with high wind speeds.

[0042] 2. Column-type wind barrier: It consists of multiple columns and a horizontal frame. The horizontal frame usually has several ventilation holes. It has a low air permeability but high wind resistance and is suitable for areas with high wind speed.

[0043] Neither of the two types of wind barriers can be adjusted in terms of air permeability after installation. When a high-speed train passes through the wind barrier, it will generate strong wind pressure and airflow. The air permeability of the wind barrier will directly affect the train's running stability and passenger comfort.

[0044] Therefore, at high wind speeds, if the wind barrier has a high permeability, it cannot effectively block the wind, increasing its impact on the train and causing it to sway and deviate, reducing stability and safety. Furthermore, a wind barrier with high permeability increases the train's wind resistance, reducing speed and affecting normal operation. Conversely, at low wind speeds, if the wind barrier has low permeability, it will obstruct the passage of wind, increasing its impact on the train and making it more susceptible to wind damage. This also causes wind to concentrate on the sides of the barrier, increasing wind pressure and causing instability such as crosswind drift and swaying, affecting safety. Additionally, a wind barrier with low permeability increases wind resistance, reducing speed and affecting normal operation.

[0045] In summary, at high wind speeds, the permeability of the wind barrier needs to be reduced to increase wind resistance in order to minimize the impact of wind pressure and airflow. Conversely, at low wind speeds, the permeability of the wind barrier needs to be increased to improve train ventilation and passenger comfort, thereby increasing ventilation volume and reducing wind resistance. This effectively balances train stability and passenger comfort.

[0046] Therefore, this application discloses a combined wind barrier for high-speed railway bridges, which allows for flexible adjustment of the ventilation rate according to wind speed, thereby achieving safety and comfort in train operation.

[0047] Example 1

[0048] Composite wind barriers for high-speed railway bridges, refer to Figure 1 It includes support columns 1 that are evenly spaced along the longitudinal direction of the bridge on both sides of the bridge. The bottom surface of the support columns 1 is fixed to the bridge deck by U-bolts. It also includes a wind barrier assembly 2, which is located between two adjacent support columns 1 and is connected to both adjacent support columns 1.

[0049] Specifically, the wind barrier assembly 2 includes a louvered wind barrier assembly 21 and an open-type wind barrier assembly 22. The open-type wind barrier assembly 22 includes a perforated wind baffle 221 for resisting wind pressure. The perforated wind baffle 221 has several ventilation holes 222 and is located below the louvered wind barrier assembly 21. The open-type wind barrier assembly 22 and the louvered wind barrier assembly 21 are connected by a support column 1. The two ends of the perforated wind baffle 221 near the support column 1 are fixedly connected to the support column 1. The two ends of the perforated wind baffle 221 near the support column 1 can be fixedly connected to the support column 1 by welding, bonding, or bolting, which is not limited here.

[0050] The louvered wind barrier assembly 21 is used to adjust the air permeability and guide the crosswinds brought by passing trains. Specifically, the louvered wind barrier assembly 21 includes wind-blocking blades 211 for blocking crosswinds, a connecting shaft 212, and an angle positioning mechanism. The connecting shaft 212 is located between two adjacent support columns 1. Each support column 1 has a through hole on the side near the connecting shaft 212 for the connecting shaft 212 to pass through, allowing the connecting shaft 212 to be rotatably connected to the two support columns 1 respectively. The connecting shaft 212 coincides with the horizontal centerline of the wind-blocking blades 211. The wind-blocking blades 211 are fixedly connected to the connecting shaft 212. The wind-blocking blades 211 and the connecting shaft 212 can be welded, bonded, etc., and are not limited here. The two sides of the wind-blocking blades 211 near the support columns 1 respectively abut against the corresponding support columns 1, so that the wind-blocking blades 211 generate friction with the support columns 1 on both sides respectively. In this embodiment, the shape of the wind-blocking blades 211 is not limited. The wind deflector blades 211 can be arranged in a direction perpendicular to the support column 1, or in a direction parallel to the support column 1, or obliquely to the support column 1.

[0051] In this embodiment, the connecting shaft 212 is horizontally arranged and vertically arranged along the support column 1. Each connecting shaft 212 is fixedly connected to a wind deflector 211, and the number of connecting shafts 212 is greater than or equal to two, so that there are greater than or equal to two wind deflectors 211 fixedly connected to the connecting shaft 212. Furthermore, there are two or more connecting shafts 212 and wind deflectors 211 between each two adjacent support columns 1, which facilitates more flexible adjustment of the air permeability by adjusting the rotation angle of the wind deflectors 211.

[0052] The louvered wind barrier assembly 21 also includes an angle positioning mechanism, which is located at the connection between the connecting shaft 212 and the support column 1, and is used to limit the rotation angle of the wind deflector blades 211. Specifically, the angle positioning mechanism is at least one of a positioning pin, a positioning clamp, a positioning spring, a spring hinge, and a positioning spring.

[0053] The positioning pin is a mechanical part used for positioning on the windshield blade 211. It consists of a cylindrical pin and a reference piece with a hole. The pin is usually made of metal, with a head at one end for insertion into the hole and a notch at the other end for installation and removal using tools. The reference piece, usually a mechanical part or a hole on the windshield blade 211, is used to receive the pin and for positioning. It is usually made of metal and serves both fixing and positioning functions.

[0054] A positioning clamp is a mechanical part used to clamp and position the windshield blade 211. It consists of a clamping body and a reference part. The clamping body is usually a rotatable component, consisting of jaws for holding the windshield blade 211 and clamping screws. The reference part is usually composed of a mechanical part or a hole on the windshield blade 211, used to receive the clamping body and for positioning. It is usually made of metal and has both clamping and positioning functions.

[0055] The positioning spring is a mechanical spring made of spring material used to position the windshield blade 211. Its structure is a cylindrical spring, with one end fixed to a reference component and the other end in contact with the windshield blade 211. When the windshield blade 211 moves, the positioning spring undergoes elastic deformation, thereby achieving the positioning of the windshield blade 211, and has the functions of elastic deformation and recovery.

[0056] A spring hinge is a mechanical hinge that uses a spring to provide elasticity to the hinge's movement. It consists of two hinge components and a spring. The hinge components are typically made of metal and connect the two flaps 211, providing rotational movement. The spring provides the elasticity to the hinge's movement.

[0057] The positioning spring is a mechanical part used for positioning the windshield blade 211. It is usually made of elastic material and is a component with protrusions. When the windshield blade 211 contacts the positioning spring, the positioning spring will undergo elastic deformation, thereby achieving the positioning of the windshield blade 211. It has the functions of elastic deformation and recovery.

[0058] This application embodiment uses a combination of conventional perforated wind barriers and louvered wind barriers to create a "positive at the top and negative at the bottom" pressure distribution along the vehicle height direction. The windward area of ​​the train affected by the perforated wind barrier is under negative pressure, while the windward area affected by the louvered wind barrier is under positive pressure. This "positive and negative" distribution greatly reduces the lateral wind load on the vehicle. The airflow guiding function of the louvered wind barrier blades not only reduces the wind load on the wind barrier but also increases the vertical downward wind load component of the lateral wind acting on the train, greatly reducing the vertical lift. This effectively improves the safety and comfort of train operation. At the same time, it also facilitates the solution to the fatigue problem of existing conventional bridge wind barriers under continuous lateral wind and train wind, as well as the technical problem of structural damage to the bridge caused by the wind load transmitted by the wind barrier.

[0059] The following vehicles have aerodynamic coefficients for different enclosed lengths: Figure 2 As shown, the aerodynamic coefficients include the train drag coefficient, the train lift coefficient, and the train bending moment coefficient.

[0060] Based on different enclosed lengths and their corresponding aerodynamic coefficients, the combined wind barrier is explained in detail. The combined wind barrier refers to a wind barrier comprising a louvered wind barrier assembly 21 and an open-type wind barrier assembly 22. Compared to the traditional fence-type wind barrier, its enclosed length is 0. The enclosed length refers to the height of the perforated wind barrier 221. Because the combined wind barrier has a certain height of perforated wind barrier 221 at its base, the train's drag coefficient tends to become more negative, meaning the drag direction is opposite to the incoming flow direction. Therefore, when the wind barrier has a high permeability, such as 40% or 50%, using a combined wind barrier can effectively reduce the train's drag coefficient, but the length of the enclosed area should not exceed 1000mm.

[0061] When the ventilation rate is 30%, the use of combined wind barriers can reduce the lift coefficient of the train to a certain extent. However, when the ventilation rate is 40% or 50%, the lift coefficient of the train generally increases with the increase of the enclosure length.

[0062] Regarding the impact on the bending moment coefficient of the train, when the wind barrier has a permeability of 40% or 50%, using a combined wind barrier can reduce the bending moment coefficient of the train to a certain extent, the extent of which depends on the size of the enclosure length; however, when the wind barrier has a permeability of 30%, using a combined wind barrier will basically increase the bending moment coefficient of the train, except for the case where the enclosure length is 750mm, because at this time the bending moment coefficient is basically the same as that of a fence-type wind barrier with a permeability of 30%.

[0063] Taking into account the lift and drag forces experienced by the train, it can be found that when the combined wind barrier has a closed length of 750mm and an overall height and ventilation rate of 3m and 30%, the train experiences better drag and lift than the traditional fence-type wind barrier, resulting in better train safety.

[0064] The following vehicles have average wind pressure coefficients for different enclosed lengths: Figure 3 As shown, compared with the fence-type wind barrier, the pressure coefficient of the combined wind barrier train is mostly smaller than that of the fence-type wind barrier when the ventilation rate is 30%. When the ventilation rate is 40%, the pressure coefficient of the closed lengths of 250mm, 500mm, 750mm, and 1000mm has a similar trend to that of the fence-type wind barrier, while the 1250mm and 1500mm lengths show larger fluctuations and larger peak values. When the ventilation rate is 50%, the pressure coefficient of the 250mm, 500mm, and 750mm lengths has a similar trend to that of the fence-type wind barrier, while the 1000mm, 1250mm, and 1500mm lengths show larger fluctuations and larger peak values.

[0065] In terms of the pressure coefficient of the train surface, compared with the traditional fence-type wind barrier, when the wind barrier permeability is 30%, the use of the combined wind barrier can effectively reduce the wind pressure coefficient of the train surface.

[0066] The experimental data for the angle and air permeability of the windbreak blade 211 in this embodiment are shown in the table below:

[0067]

[0068]

[0069] Reference Figure 4 and Figure 5 The following is a detailed explanation of the above experimental data:

[0070] The closed length refers to the height of the perforated windbreak 221, the straight plate length refers to the vertical height of the windbreak blade 211 when it is perpendicular to the bridge surface, the number of straight plates refers to the number of windbreak blades 211, and the spacing refers to the distance between adjacent windbreak blades 211.

[0071] 1. With a rotation angle of 0°: When the enclosed length is 500mm, the flow fields on the train's windward and leeward sides are significantly different from those under the other two enclosed lengths. At this time, the vortex on the windward side (c) is more chaotic, without a clear streamline trajectory; secondly, a larger vortex appears on the leeward side. The main reason for this phenomenon is that the wind barrier's permeability is relatively low, and the return flow on the leeward side of the train can only pass above the wind barrier. The flow fields for enclosed lengths of 1000mm and 1500mm are roughly the same.

[0072] 2. When the bending angle is 90°: the flow field on the windward side of the train is most complex when the closed length is 500mm. This is mainly related to the number of wind barrier strips. The more strips there are, the more complex the flow field on the windward side of the train will be. The change in the closed length has little effect on the leeward side of the train.

[0073] Comparing the flow field diagrams at bending angles of 0° and 90°, it can be found that when the bending angle is 90°, the two vortices on the leeward side of the train are basically below the height of the train.

[0074] 3. When the overall height of the combined wind barrier is 3m, the closed length is 500mm, and the rotation angle of the barrier bars is 60°, the vortex on the windward side of the train is small and there is no large vortex, which is beneficial to the train's driving safety. The corresponding ventilation rate is about 30%.

[0075] The implementation principle of a combined wind barrier for high-speed railway bridges in this embodiment is as follows: the louvered wind barrier component 21 is used to adjust the air permeability, allowing the air permeability of the wind barrier to be flexibly adjusted, and to guide the lateral wind brought by the train when it passes, thereby increasing the vertical downward wind load component of the lateral wind acting on the train, effectively reducing the vertical upward lift, and thus effectively improving the safety and comfort of train operation; the wind barrier component 2 includes the louvered wind barrier component 21 and the perforated wind barrier component 22, and the perforated wind barrier component 22 is located below the louvered wind barrier component 21. The train's windward side area affected by the perforated wind barrier is under negative pressure, while the train's windward side area affected by the louvered wind barrier is under positive pressure. The "positive and negative" setting greatly reduces the lateral wind load on the train, thereby effectively improving the safety and comfort of train operation.

[0076] Example 2

[0077] The combined wind barrier used for high-speed railway bridges also includes a control device 3, as shown in the reference. Figure 6 The control device 3 includes a control component, a motor 31, and a drive component 32. The control component is electrically connected to the motor 31 and controls the drive component 32 via the motor 31, thereby controlling the rotation angle of the wind deflector blades 211. The control component, motor 31, and drive component 32 are all mounted on the support column 1. In this embodiment, a placement plate 4 is welded onto the support column 1, and the motor 31 is placed on the placement plate 4. The placement plate 4 is welded at the junction of the perforated wind barrier and the louvered wind barrier. The drive component 32 is located on the side wall of the support column 1 above the placement plate 4. The control component can be installed at any position on the support column 1, as long as it is electrically connected to the motor 31.

[0078] Specifically, the drive assembly 32 includes gears 321 and chains 322. One end of each connecting shaft 212 passes through a support column 1 and connects to a gear 321. The chain 322 is sleeved on two adjacent gears 321, used to drive the corresponding connecting shaft 212 to rotate when the two adjacent gears 321 rotate. It should be noted that each pair of adjacent gears 321 is sleeved with a chain 322. If there are intersecting chains 322, the gear 321 is a double-wheel gear 321; if there are no intersecting chains 322, the gear 321 is a single-wheel gear 321. A double-wheel gear 321 means that the central axes of the two gears 321 coincide, and a chain 322 is sleeved between adjacent gears 321, enabling synchronous transmission of the two gears 321 and thus rotation of the mechanical device. If there are intersecting chains 322, adjacent gears 321 need to be configured as double-wheel gears 321 to ensure smooth transmission of the chain 322 between the two gears 321. A single-gear 321 refers to a gear 321 whose central axis has no other gears 321. It can only be connected to other gears 321 via a chain 322 to achieve transmission in the mechanical device. If there is no cross-connecting chain 322 between two adjacent gears 321, they can be designated as single-gear 321 and connected together via a chain 322 to achieve transmission in the mechanical device. In other words, a double-gear 321 is a gear 321 that can be fitted with two chains 322, and a single-gear 321 is a gear 321 that can be fitted with a single chain 322.

[0079] The control components include a wind speed sensor, a control board, and an angle sensor. The angle sensor is connected to the control board via wires, the control board is connected to the wind speed sensor via wires, and the control board is connected to motor 31 via wires. The control board is an electronic control device, typically used to control the operation of machines or equipment. The control board can be an MCU or other types of controllers. An MCU, or microcontroller, is an embedded system that includes basic devices such as a CPU, memory, and I / O interfaces, and integrates specific functional modules such as timers, interrupt controllers, and A / D converters. Because MCUs have strong computing and control capabilities and can easily communicate with other peripherals, they can serve as the core controller of the control board. In addition, the control board can also use other types of controllers, such as PLCs (Programmable Logic Controllers) and DSPs (Digital Signal Processors).

[0080] A wind speed sensor can be installed on the outside of the support column 1 to detect wind speed data; the control board is used to receive wind speed data and control the motor 31 according to the wind speed data, so that the motor 31 drives the drive component 32 and the drive component 32 adjusts the rotation angle of the wind deflector blade 211 to the preset target angle.

[0081] In this embodiment, the target angle includes a first target angle and a second target angle; the first target angle is smaller than the second target angle; both the first target angle and the second target angle are preset program values ​​that have been pre-entered into the control panel.

[0082] When the wind speed data is greater than the preset first wind speed threshold, the control board issues a first control command to control the motor 31, so that the motor 31 drives the drive component 32 and the drive component 32 adjusts the rotation angle of the wind deflector blade 211 to the first target angle; when the wind speed data is less than the preset second wind speed threshold, the control board issues a second control command to control the motor 31, so that the motor 31 drives the drive component 32 and the drive component 32 adjusts the rotation angle of the wind deflector blade 211 to the second target angle, and the second wind speed threshold is less than the first wind speed threshold.

[0083] In addition, an angle sensor is installed at the opening and closing point of one of the wind deflector blades 211 to detect the rotation angle data of the wind deflector blade 211; the control board is used to receive the angle data. When the wind speed data is greater than the first wind speed threshold and the angle data is greater than the first target angle, the control board issues a third control command to control the motor 31, so that the motor 31 drives the drive component 32 and adjusts the rotation angle of the wind deflector blade 211 to the first target angle; when the wind speed data is less than the second wind speed threshold and the angle data is less than the second target angle, the control board issues a fourth control command to control the motor 31, so that the motor 31 drives the drive component 32 and adjusts the rotation angle of the wind deflector blade 211 to the second target angle.

[0084] In this embodiment, the angle of the wind deflector blade 211 is controlled by the motor 31 through forward and reverse rotation, which in turn drives the drive assembly 32 to rotate the wind deflector blade 211 to a specified angle. Specifically, the control assembly drives the drive assembly 32 through the motor 31, thereby controlling the rotation angle of the wind deflector blade 211. Therefore, by controlling the forward and reverse rotation of the motor 31, the wind deflector blade 211 can be rotated to a specified angle, thus achieving the control of the angle of the wind deflector blade 211.

[0085] The implementation principle of a combined wind barrier for high-speed railway bridges in this embodiment is as follows: the control component controls the drive component 32 by controlling the motor 31, so that the drive component 32 controls the rotation angle of the wind-blocking blades 211. Thus, the control component can indirectly control the rotation angle of the wind-blocking blades 211 through the motor 31 and the drive component 32, so that the wind barrier's air permeability can be flexibly adjusted, and the rotation angle of the wind-blocking blades 211 does not need to be manually adjusted, saving time and effort.

[0086] The above are all preferred embodiments of this application and are not intended to limit the scope of protection of this application. Therefore, all equivalent changes made in accordance with the structure, shape and principle of this application should be covered within the scope of protection of this application.

Claims

1. A combined wind barrier for high-speed railway bridges, comprising supporting columns (1) evenly spaced along the longitudinal direction of the bridge on both sides of the bridge, wherein the bottom surface of the supporting columns (1) is fixed to the bridge deck, characterized in that: It also includes a wind barrier assembly (2) and a control device (3). The wind barrier assembly (2) is located between two adjacent support columns (1) and is connected to both adjacent support columns (1). The wind barrier assembly (2) includes a louvered wind barrier assembly (21) and an open-type wind barrier assembly (22). The open-type wind barrier assembly (22) affects the train's windward side area with negative pressure, while the louvered wind barrier assembly (21) affects the train's windward side area with positive pressure. This positive and negative configuration reduces the train's lateral wind load. The open-type wind barrier assembly (22) includes a perforated wind deflector (221) for resisting wind pressure. The perforated wind deflector (221) has several ventilation holes (221). 22), the louvered wind barrier assembly (21) is used to adjust the air permeability and guide the crosswind brought by the train when it passes; the perforated wind barrier assembly (22) is located below the louvered wind barrier assembly (21), the perforated wind barrier assembly (22) and the louvered wind barrier assembly (21) are connected by the support column (1), and the two ends of the perforated wind barrier (221) near the support column (1) are fixedly connected to the support column (1) respectively; The louvered wind barrier assembly (21) includes wind-blocking blades (211) and a connecting shaft (212) for blocking crosswinds. The connecting shaft (212) is located between two adjacent support columns (1) and is rotatably connected to each of the two support columns (1). The connecting shaft (212) coincides with the horizontal centerline of the wind-blocking blades (211). The wind-blocking blades (211) are fixedly connected to the connecting shaft (212). The wind-blocking blades (211) are located on both sides near the support columns (1). Each of them abuts against the corresponding support column (1); the control device (3) includes a control component, a motor (31) and a drive component (32). The control component is electrically connected to the motor (31). The control component is used to control the drive component (32) by controlling the motor (31), so that the drive component (32) controls the rotation angle of the windshield blade (211). The control component, the motor (31) and the drive component (32) are all located on the support column (1).

2. A combined wind barrier for high-speed railway bridges according to claim 1, characterized in that: The connecting shaft (212) is horizontally arranged and vertically arranged along the supporting column (1). Each connecting shaft (212) is fixedly connected to a windbreak blade (211), and the number of connecting shafts (212) is greater than or equal to two.

3. A combined wind barrier for high-speed railway bridges according to claim 1, characterized in that: The louvered wind barrier assembly (21) also includes an angle positioning mechanism, which is located at the connection between the connecting shaft (212) and the supporting column (1) and is used to limit the rotation angle of the windbreak blades (211).

4. A combined wind barrier for high-speed railway bridges according to claim 1, characterized in that: The drive assembly (32) includes a gear (321) and a chain (322). One end of each connecting shaft (212) passes through the support column (1) and is connected to one of the gears (321). The chain (322) is sleeved on two adjacent gears (321) and is used to drive the corresponding connecting shaft (212) to rotate when the two adjacent gears (321) rotate.

5. A combined wind barrier for high-speed railway bridges according to claim 1, characterized in that: The control component includes a wind speed sensor and a control board, the control board being electrically connected to the wind speed sensor and the control board being electrically connected to the motor (31); The wind speed sensor is used to detect wind speed data; the control board is used to receive the wind speed data and control the motor (31) according to the wind speed data, so that the motor (31) drives the drive component (32) and the drive component (32) adjusts the rotation angle of the windbreak blade (211) to a preset target angle.

6. A combined wind barrier for high-speed railway bridges according to claim 5, characterized in that: The target angle includes a first target angle and a second target angle; the first target angle is smaller than the second target angle. When the wind speed data is greater than the preset first wind speed threshold, the control board issues a first control command to control the motor (31), so that the motor (31) drives the drive component (32), and the drive component (32) adjusts the rotation angle of the windbreak blade (211) to the first target angle; When the wind speed data is less than the preset second wind speed threshold, the control board issues a second control command to control the motor (31), so that the motor (31) drives the drive component (32) and the drive component (32) adjusts the rotation angle of the wind deflector (211) to the second target angle, and the second wind speed threshold is less than the first wind speed threshold.

7. A combined wind barrier for high-speed railway bridges according to claim 6, characterized in that: The control component also includes an angle sensor, which is electrically connected to the control board. The angle sensor is used to detect the rotation angle data of the windshield blade (211); the control board is used to receive the angle data. When the wind speed data is greater than the first wind speed threshold and the angle data is greater than the first target angle, the control board issues a third control command to control the motor (31), so that the motor (31) drives the drive assembly (32) and reduces the rotation angle of the windshield blade (211) to the first target angle; when the wind speed data is less than the second wind speed threshold and the angle data is less than the second target angle, the control board issues a fourth control command to control the motor (31), so that the motor (31) drives the drive assembly (32) and increases the rotation angle of the windshield blade (211) to the second target angle.

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