A full-enclosed sound barrier for rail transit and a mounting method thereof

Abstract

The present application relates to the field of rail transportation, in particular to a full-closed sound barrier for rail transportation, comprising a first sound barrier and a second sound barrier, a first channel and a second channel are formed on both sides between the first sound barrier and the second sound barrier, and a sound-absorbing assembly is arranged in the first channel and the second channel, the sound-absorbing assembly is provided with a first sound-absorbing module and a second sound-absorbing module, and a flow path for air circulation is formed between the first sound-absorbing module and the second sound-absorbing module, air flows through the flow path formed by the first sound-absorbing module and the second sound-absorbing module, noise energy is effectively reflected, scattered and absorbed during the propagation process, thereby effectively attenuating the sound wave intensity, greatly reducing the noise level, and gradually weakening the sound wave intensity. The present application also relates to a mounting method of the full-closed sound barrier for rail transportation.

Description

Technical Field

[0001] This invention relates to the field of rail transit, specifically to a fully enclosed sound barrier for rail transit, and also to a method for installing a fully enclosed sound barrier for rail transit. Background Technology

[0002] When the wheels of a railcar travel on the rails, the friction between the wheels and the rails will produce friction noise. The internal combustion engine or electric motor of the railcar and the drive system will produce mechanical noise when they are running. In addition, the airflow noise generated by the friction between the car body and the surrounding air will also be a source of sound.

[0003] When trains and other vehicles pass through a sound barrier, the fully enclosed sound barrier creates a relatively closed area. The train moves almost all the air in the closed area at high speed, so it can only be replenished by air from inside the train. This results in very low air pressure inside the train, causing a drastic change in the pressure difference between the inside and outside of the vehicle. This leads to an imbalance of air pressure in the middle ear of passengers, causing discomfort such as a feeling of stuffiness, tinnitus, or pain.

[0004] One currently disclosed Chinese patent, CN113005934B, describes a closed-loop sound barrier for urban rail transit. By increasing the space inside the sound barrier, air can better enter and fill the space, facilitating air supply to the vehicle interior. This reduces pressure changes between the inside and outside of the vehicle within the sound barrier area, thereby reducing pressure fluctuations in the passenger's middle ear and improving ear comfort. However, the design of this barrier, which allows for changes in space size, is unstable and prone to safety accidents under the influence of airflow.

[0005] Currently, another publicly disclosed Chinese patent, CN114934459B, describes a sound barrier structure and design method for reducing secondary structural noise in rail transit. It employs double-wave-shaped micro-perforated sound-absorbing inserts, which possess excellent low-frequency sound absorption performance. The damping layer and constraint layer of the attached damping plate are arranged in a reciprocating labyrinthine pattern on the bridge cross-section, giving the damping plate a non-homogeneous damping characteristic. Vibrational elastic waves can form multiple reflections between the damping layer and the constraint layer, enhancing the dissipation of vibration energy and expanding the effective frequency bandwidth of the vibration reduction effect, effectively shielding bridge structural noise. However, this patent has insufficient ventilation, which can easily cause discomfort to passengers.

[0006] According to the two patents mentioned above, the two patents are not very effective in terms of sound insulation and ventilation. Therefore, there is a need for a sound barrier that can ensure normal ventilation while maintaining effective sound insulation. Summary of the Invention

[0007] To address the problems existing in current technology, this invention provides a fully enclosed sound barrier for rail transit. The invention utilizes the flow path formed by the first and second sound-absorbing modules to allow air to circulate through the flow path, effectively causing noise energy to undergo multiple reflections, scattering, and absorptions during propagation. This effectively attenuates the sound wave intensity, significantly reduces the noise level, and gradually weakens the sound wave intensity.

[0008] To address the problems of existing technologies, this invention provides a fully enclosed sound barrier for rail transit, comprising a first sound barrier and a second sound barrier fixedly installed on the track. Both the first and second sound barriers have a semi-circular structure, and the diameter of the second sound barrier is smaller than that of the first sound barrier. The second sound barrier is coaxially arranged within the first sound barrier. A first channel and a second channel are formed on both sides between the first and second sound barriers, respectively. Both the first and second channels are equipped with sound-absorbing components, which include a first sound-absorbing module and a second sound-absorbing module. The first and second sound-absorbing modules are combined to form an airflow path for air circulation.

[0009] Preferably, both sides of the first and second sound barriers are provided with a first guide plate and a second guide plate. The first guide plate is fixedly connected to the lower half of the first sound barrier, one end of the second guide plate is fixedly connected to the lower half of the second sound barrier, and the other end of the second guide plate is fixedly connected to the upper half of the first sound barrier. The first guide plate, the second guide plate, and the first sound barrier form corresponding first and second channels. The first sound-absorbing module is installed on the inner surface of the first sound barrier, and the second sound-absorbing module is installed on the outer surface of the second guide plate.

[0010] Preferably, the first sound-absorbing module consists of several first sound-absorbing plates, which are arranged at equal intervals along the arc surface of the first sound barrier. The second sound-absorbing module consists of several second sound-absorbing plates, which are arranged at equal intervals along the arc surface of the second sound barrier. The flow path is formed by alternating arrangements of several first sound-absorbing plates and several second sound-absorbing plates. An arc-shaped plate is fixedly provided at the end between the first sound barrier and the second sound barrier. Each of the first and second sound-absorbing plates is provided with a rotating shaft that is rotatably connected to the arc-shaped plate. The axis of the rotating shaft is parallel to the direction along the track. Each rotating shaft is provided with a vibration damping component at its end.

[0011] Preferably, the inner surface of the first sound barrier is fixed with a first rubber pad that contacts the pivot of all the first sound-absorbing plates, and the outer surface of the second guide plate is fixed with a second rubber pad that contacts the pivot of all the second sound-absorbing plates.

[0012] Preferably, the vibration damping assembly includes a vibration damping sponge, which is positioned at the end of the rotating shaft. A fixing plate for fixing the vibration damping sponge is fixed on the arc plate, and an extrusion member that contacts the vibration damping sponge is provided at the end of the rotating shaft.

[0013] Preferably, the extrusion part is provided with a ring sleeve, which is fixedly sleeved on the end of the rotating shaft. The damping sponge has a slot for the ring sleeve to pass through, and an extension plate extends outward from the surface of the ring sleeve. The damping sponge has an insertion port for the extension plate to pass through the slot.

[0014] Preferably, a first sound-absorbing material is filled between each first guide vane and the first sound barrier, and a second sound-absorbing material is filled between the two second guide vanes and between the first and second sound barriers.

[0015] Preferably, a first fan and a second fan are respectively provided on both sides of the upper half of the first sound barrier. The first fan is located in the first channel and the second fan is located in the second channel. Several ventilation holes arranged in a matrix are provided on both sides of the lower half of the second sound barrier, directly opposite each first guide plate.

[0016] Preferably, a support assembly is provided between the first sound barrier and the second sound barrier. The support assembly includes a spacer block disposed between the bottom sides of the first sound barrier and the second sound barrier and a support column disposed at the top of the second sound barrier. The spacer block is fixedly connected to the track. Positioning plates are fixedly provided between the first sound barrier and the second sound barrier and the spacer block. The first sound barrier is provided with a plug-in post that is inserted and connected to the support column. The support column is provided with a socket for the plug-in post to be inserted and connected.

[0017] The present invention also provides a method for installing a fully enclosed sound barrier for rail transit, comprising the following steps:

[0018] S1. Determine the installation locations of the first and second sound barriers along the traffic line of the track, and clear the foundation at the installation locations;

[0019] S2. The first and second sound barriers are fixedly connected to the foundation using support components;

[0020] S3. Install sound-absorbing components in the first and second channels of the first and second sound barriers, respectively;

[0021] S4. Inspect and test the quality, stability, and noise reduction effect of the first and second sound barriers.

[0022] Compared with the prior art, the beneficial effects of this application are as follows: The airflow path formed by the first and second sound-absorbing modules allows air to circulate through the airflow path, effectively causing noise energy to undergo multiple reflections, scattering, and absorptions during propagation. This is beneficial for attenuating airflow noise and mechanical noise, and gradually weakening the sound wave intensity, thereby achieving a significant noise reduction effect. This improves the quality of the living environment along rail transit lines, especially in sensitive areas such as surrounding residential areas, schools, and hospitals, and reduces the impact of traffic noise on people's physical and mental health. At the same time, it also helps to improve the green and environmentally friendly performance and social acceptance of rail transit systems such as high-speed railways. Attached Figure Description

[0023] Figure 1 This is a schematic diagram of a three-dimensional structure of a fully enclosed sound barrier used in rail transit.

[0024] Figure 2 This is a partial plan sectional view of a fully enclosed sound barrier used in rail transit.

[0025] Figure 3 This is a partial three-dimensional structural cross-sectional view of a fully enclosed sound barrier used in rail transit.

[0026] Figure 4 This is a cross-sectional view of a fully enclosed sound barrier used in rail transit.

[0027] Figure 5 This is a plan sectional view of a support component for a fully enclosed sound barrier used in rail transit.

[0028] Figure 6 yes Figure 5 Enlarged diagram of point A.

[0029] Figure 7 yes Figure 5 Enlarged diagram of point B.

[0030] Figure 8 yes Figure 2 Enlarged diagram of point C.

[0031] Figure 9 This is a three-dimensional structural diagram of the frame and track of a fully enclosed sound barrier used in rail transit.

[0032] Figure 10 yes Figure 9 Enlarged diagram of point D.

[0033] The diagram is labeled as follows: 1. Track; 11. Main frame; 2. First sound barrier; 21. First fan; 22. Second fan; 3. Second sound barrier; 31. Ventilation hole; 4. First channel; 41. First guide plate; 411. First sound-absorbing material; 42. Second guide plate; 421. Second sound-absorbing material; 5. Second channel; 6. Silencing assembly; 61. First sound-absorbing module; 611. First silencing plate; 6111. Arc plate; 6112. Rotating shaft; 6113. First rubber pad; 62. Second sound-absorbing module; 621. Second silencing plate; 6211. Second rubber pad; 63. Flow path; 7. Vibration damping assembly; 71. Vibration damping sponge; 72. Extrusion part; 721. Ring; 7211. Extension plate; 73. Fixing plate; 8. Support assembly; 81. Spacer block; 811. Positioning plate; 82. Support column; 821. Insertion column. Detailed Implementation

[0034] To further understand the features, technical means, and specific objectives and functions achieved by the present invention, the present invention will be described in further detail below with reference to the accompanying drawings and specific embodiments.

[0035] See Figures 1-5 As shown, a fully enclosed sound barrier for rail transit includes a first sound barrier 2 and a second sound barrier 3 fixedly installed on a track 1. Both the first sound barrier 2 and the second sound barrier 3 have a semi-circular structure. The diameter of the second sound barrier 3 is smaller than the diameter of the first sound barrier 2. The second sound barrier 3 is coaxially installed in the first sound barrier 2. A first channel 4 and a second channel 5 are formed on both sides between the first sound barrier 2 and the second sound barrier 3, respectively. Both the first channel 4 and the second channel 5 are provided with a sound-absorbing component 6. The sound-absorbing component 6 is provided with a first sound-absorbing module 61 and a second sound-absorbing module 62. The first sound-absorbing module 61 and the second sound-absorbing module 62 are combined to form an airflow path 63 for air circulation.

[0036] When the train runs at high speed on track 1, the noise generated first encounters the second sound barrier 3, and part of the noise is reflected. It then passes through the first sound barrier 2 for further noise reduction. The double-layered semi-circular structure formed by the first and second sound barriers 2 and 3 effectively blocks the noise generated by the train from propagating into the surrounding environment, especially the aerodynamic noise from high-speed trains passing by, as well as noise generated by wheel-rail friction and mechanical vibration. When the train is moving, external airflow enters between the two barriers through the first channel 4 and the second channel 5. The resulting airflow flows along the bypass path 63, undergoing multiple reflections and absorptions by the first and second sound-absorbing modules 61 and 62 of the noise-absorbing components 6. The noise energy generated by the airflow is attenuated in this process, while the train... During operation, mechanical noise generated by wheel-rail friction and mechanical vibration propagates through the air. The mechanical noise energy is not only absorbed by the first sound barrier 2 and the second sound barrier 3, but also further attenuated by the free flow of air through the first channel 4 and the second channel 5, thus passing through the bypass path 63. Finally, the treated airflow freely enters and exits the inside and outside of the second sound barrier 3, ensuring that the air pressure inside the second sound barrier 3 remains stable. This effectively reduces local air pressure fluctuations caused by the high-speed movement of the train, preventing passengers from experiencing a stuffy feeling in their ears, or discomfort such as tinnitus or pain due to drastic changes in pressure difference between the inside and outside of the train. This further reduces noise and its impact on the barrier structure, passengers, and outsiders.

[0037] When the train is in motion, if the air pressure inside the second sound barrier 3 is abnormal and cannot be stabilized by free air intake and exhaust, the first channel 4 and the second channel 5 will replenish the air inside the second sound barrier 2 in a timely manner to ensure the balance of the pressure difference between the inside and outside of the train. This ensures that the air pressure inside the entire carriage is kept within a safe and comfortable standard range. The first channel 4 and the second channel 5 will be adjusted in real time according to the train speed, air pressure changes and the actual needs inside the carriage. The intelligent control system monitors and controls the working status of the first channel 4 and the second channel 5, and can monitor and adjust the air intake in real time, feeding the data back to the control system until the dynamic balance of air pressure inside and outside the carriage is achieved.

[0038] See Figures 2-7 As shown, a first guide plate 41 and a second guide plate 42 are provided on both sides of the first sound barrier 2 and the second sound barrier 3. The first guide plate 41 is fixedly connected to the lower half of the first sound barrier 2. One end of the second guide plate 42 is fixedly connected to the lower half of the second sound barrier 3, and the other end of the second guide plate 42 is fixedly connected to the upper half of the first sound barrier 2. The first guide plate 41, the second guide plate 42 and the first sound barrier 2 form a corresponding first channel 4 and a second channel 5. The first sound absorption module 61 is installed on the inner surface of the first sound barrier 2, and the second sound absorption module 62 is installed on the outer surface of the second guide plate 42.

[0039] The combination of the first guide plate 41 and the second guide plate 42 with the first sound barrier 2 forms a specific guiding structure, ensuring that the mechanical noise and airflow noise generated during train operation can enter the first channel 4 and the second channel 5. After the noise passes through the first sound absorption module 61 and the second sound absorption module 62, it is attenuated, so that the noise must pass through the modules with high-efficiency sound absorption function, thereby improving the overall noise reduction efficiency. It not only effectively organizes the airflow, but also achieves multiple reductions and absorptions of traffic noise on the track 1 through the double-layer barrier structure and built-in sound absorption components, achieving a better sound insulation effect.

[0040] See Figures 2-7 As shown, the first sound-absorbing module 61 is composed of several first sound-absorbing plates 611, which are arranged at equal intervals along the arc surface of the first sound barrier 2. The second sound-absorbing module 62 is composed of several second sound-absorbing plates 621, which are arranged at equal intervals along the arc surface of the second sound barrier 3. The flow path 63 is formed by alternating arrangements of several first sound-absorbing plates 611 and several second sound-absorbing plates 621. An arc-shaped plate 6111 is fixedly provided at the end between the first sound barrier 2 and the second sound barrier 3. A rotating shaft 6112 is provided on both the first sound-absorbing plate 6111 and the second sound-absorbing plate 621, which is rotatably connected to the arc-shaped plate 6111. The axial direction of the rotating shaft 6112 is parallel to the direction along the track 1. A vibration damping component 7 is provided at the end of each rotating shaft 6112.

[0041] The formation of the flow path 63 allows airflow to pass through, and the alternating distribution of the first silencing plate 611 and the second silencing plate 621 can effectively cause the sound waves to be reflected and attenuated multiple times as they pass through. The airflow will continuously collide with the first silencing plate 611 and the second silencing plate 621 and consume energy, resulting in a gradual weakening of the sound wave intensity, thereby achieving a significant noise reduction effect. The rotatable connection between the first silencing plate 611 and the second silencing plate 621 and the arc plate 6111, as well as the vibration damping component 7 equipped at the end of each rotating shaft 6112, can effectively absorb and dissipate the vibration energy transmitted to the first silencing plate 611 and the second silencing plate 621, reducing noise propagation while also protecting the first silencing plate 611 and the second silencing plate 621 themselves from damage caused by excessive vibration, thereby ensuring long-term stable operation and efficient noise control capabilities.

[0042] See Figures 4-7 As shown, a first rubber pad 6113 is fixedly provided on the inner surface of the first sound barrier 2, which contacts the rotating shaft 6112 on all the first sound-absorbing plates 611, and a second rubber pad 6211 is fixedly provided on the outer surface of the second guide plate 42, which contacts the rotating shaft 6112 on all the second sound-absorbing plates 621.

[0043] The first rubber pad 6113 and the second rubber pad 6211 protect the rotating shaft 6112 from excessive wear or damage between it and the first sound barrier 2 and the second sound barrier 3, and provide a sealing effect to ensure that the airflow can only pass through the bypass path 63, effectively improving the sound wave attenuation effect.

[0044] See Figures 2-8 As shown, the vibration damping assembly 7 is provided with a vibration damping sponge 71, which is located at the end of the rotating shaft 6112. A fixing plate 73 for fixing the vibration damping sponge 71 is fixed on the arc plate 6111, and an extrusion member 72 that contacts the vibration damping sponge 71 is provided at the end of the rotating shaft 6112.

[0045] When the first silencing plate 611 and the second silencing plate 621 rotate due to airflow fluctuations, vibrations, or other factors, the vibration damping sponge 71 can effectively absorb and disperse this vibration energy, thereby achieving a good vibration reduction and noise reduction effect. When the rotating shaft 6112 rotates or is subjected to vibration, the extrusion member 72 will come into close contact with the vibration damping sponge 71 and apply appropriate compression to it. This not only ensures that the vibration damping sponge 71 always maintains a high-efficiency working state, but also strengthens the connection and fastening between the rotating shaft 6112 and the vibration damping sponge 71 and enhances the vibration reduction effect, thereby improving the noise reduction performance and extending the service life of the first silencing plate 611 and the second silencing plate 621.

[0046] See Figure 3 , Figure 7 and Figure 8 As shown, the extrusion member 72 is provided with a ring sleeve 721, which is fixedly sleeved on the end of the rotating shaft 6112. The vibration damping sponge 71 has a slot for the ring sleeve 721 to pass through. An extension plate 7211 extends outward from the surface of the ring sleeve 721. The vibration damping sponge 71 has an insertion port for the extension plate 7211 to pass through the slot.

[0047] When the ring 721 rotates with the shaft 6112, the extension plate 7211 on it will squeeze the vibration damping sponge 71. The vibration damping sponge 71 can effectively reduce the vibration and noise caused by the rotation of the shaft 6112. Compared with the fixed connection of the first silencer plate 611 or the second silencer plate 621, it prevents the first silencer plate 611 and the second silencer plate 621 from breaking after being subjected to airflow pressure, buffers the pressure, and improves the working life of the first silencer plate 611 and the second silencer plate 621.

[0048] See Figures 2-6 As shown, each first guide plate 41 and the first sound barrier 2 are filled with a first sound-absorbing material 411, and the two second guide plates 42 and located between the first sound barrier 2 and the second sound barrier 3 are filled with a second sound-absorbing material 421.

[0049] By combining the first sound-absorbing material 411 and the second sound-absorbing material 421 with the first sound barrier 2 and the second sound barrier 3, multi-level and high-efficiency noise reduction is achieved, the overall sound insulation effect is enhanced, and the noise is effectively attenuated during propagation.

[0050] See Figures 2-6 As shown, a first fan 21 and a second fan 22 are respectively provided on both sides of the upper half of the first sound barrier 2. The first fan 21 is located in the first channel 4, and the second fan 22 is located in the second channel 5. Several ventilation holes 31 arranged in a matrix are provided on both sides of the lower half of the second sound barrier 3, which are directly opposite each first guide plate 41.

[0051] The first channel 4 and the second channel 5 enable free ventilation inside the second sound barrier 3. When a large pressure difference is detected, the first fan 21 and the second fan 22 can be activated to actively replenish the air inside the second sound barrier 3. Air enters the second sound barrier 3 from the outside through the ventilation holes 31, ensuring the normal airflow of the first fan 21 and the second fan 22 to maintain a stable air pressure inside the second sound barrier 3. Furthermore, after prolonged high-speed train travel, the air inside the second sound barrier 3 may contain dust. To ensure the freshness of the internal air, the first fan 21 and the second fan 22 can be controlled to circulate air when no train is passing, thus replacing the air inside the second sound barrier 3 and improving the air quality.

[0052] See Figure 1 , Figure 2 , Figure 5 , Figure 9 and Figure 10 As shown, a support assembly 8 is provided between the first sound barrier 2 and the second sound barrier 3. The support assembly 8 includes a spacer block 81 disposed between the bottom sides of the first sound barrier 2 and the second sound barrier 3 and a support column 82 disposed at the top of the second sound barrier 3. The spacer block 81 is fixedly connected to the track 1. Positioning plates 811 are fixedly provided between the first sound barrier 2 and the second sound barrier 3 and the spacer block 81. The first sound barrier 2 is provided with a plug-in post 821 that is inserted and connected to the support column 82. The support column 82 is provided with a socket for the plug-in post 821 to be inserted and connected.

[0053] The track 1 is also fixed with a frame body 11 for the first sound barrier 2 and the second sound barrier 3 to provide stable support. The spacer block 81 ensures that the distance between the first sound barrier 2 and the second sound barrier 3 is consistent. The first sound barrier 2 and the second sound barrier 3 are fixed to the spacer block 81 by the positioning plate 811, which further strengthens the fixed connection between the two and prevents the first sound barrier 2 and the second sound barrier 3 from shifting or shaking. The first sound barrier 2 and the second sound barrier 3 are connected by the support column 82 and the plug column 821, which ensures that the first sound barrier 2 and the second sound barrier 3 can be provided with stable and powerful support, effectively resisting various vibrations and impacts generated during train operation, thereby achieving a good noise reduction effect.

[0054] An installation method for a fully enclosed sound barrier for rail transit, applicable to a fully enclosed sound barrier for rail transit, includes the following steps:

[0055] S1. Determine the installation locations of the first sound barrier 2 and the second sound barrier 3 along the traffic line of track 1, and clean the foundation at the installation locations;

[0056] S2. The first sound barrier 2 and the second sound barrier 3 are fixedly connected to the foundation by the support component 8;

[0057] S3. Install sound-absorbing components 6 in the first channel 4 and the second channel 5 of the first sound barrier 2 and the second sound barrier 3 respectively;

[0058] S4. Inspect and test the quality, stability, and noise reduction effect of the first sound barrier 2 and the second sound barrier 3.

[0059] This invention utilizes the flow path 63 formed by the first sound-absorbing module 61 and the second sound-absorbing module 62 to allow air to circulate through the flow path 63. This effectively causes noise energy to undergo multiple reflections, scattering, and absorptions during propagation, thereby effectively attenuating the sound wave intensity, significantly reducing the noise level, and gradually weakening the sound wave intensity. This enhances the noise reduction effect of the barrier structure and improves the quality of the living environment along the rail transit line, especially in sensitive areas such as surrounding residential areas, schools, and hospitals. It also reduces the impact of traffic noise on people's physical and mental health and helps improve the green and environmentally friendly performance and social acceptance of rail transit systems such as high-speed railways.

[0060] The above embodiments only illustrate one or more implementations of the present invention, and their descriptions are relatively specific and detailed, but they should not be construed as limiting the scope of the present invention. It should be noted that those skilled in the art can make various modifications and improvements without departing from the concept of the present invention, and these all fall within the protection scope of the present invention. Therefore, the protection scope of the present invention should be determined by the appended claims.

Claims

1. A fully enclosed sound barrier for rail transit, characterized in that, Including a first sound barrier (2) and a second sound barrier (3) fixedly installed on the track (1); The first sound barrier (2) and the second sound barrier (3) are both semi-circular structures. The diameter of the second sound barrier (3) is smaller than that of the first sound barrier (2). The second sound barrier (3) is coaxially arranged in the first sound barrier (2). The first channel (4) and the second channel (5) are formed on both sides between the first sound barrier (2) and the second sound barrier (3). The first channel (4) and the second channel (5) are both equipped with sound-absorbing components (6). The noise reduction assembly (6) is provided with a first sound absorption module (61) and a second sound absorption module (62), and the first sound absorption module (61) and the second sound absorption module (62) are combined to form an airflow path (63) for air circulation. The first sound barrier (2) and the second sound barrier (3) are provided with a first guide plate (41) and a second guide plate (42) on both sides. The first guide plate (41) is fixedly connected to the lower half of the first sound barrier (2). One end of the second guide plate (42) is fixedly connected to the lower half of the second sound barrier (3). The other end of the second guide plate (42) is fixedly connected to the upper half of the first sound barrier (2). The first guide plate (41), the second guide plate (42) and the first sound barrier (2) form a corresponding first channel (4) and a second channel (5). The first sound absorption module (61) is installed on the inner surface of the first sound barrier (2), and the second sound absorption module (62) is installed on the outer surface of the second guide plate (42). The first sound-absorbing module (61) consists of several first sound-absorbing plates (611), which are arranged at equal intervals along the arc surface of the first sound barrier (2). The second sound-absorbing module (62) consists of several second sound-absorbing plates (621), which are arranged at equal intervals along the arc surface of the second sound barrier (3). The flow path (63) is formed by alternating arrangement of several first sound-absorbing plates (611) and several second sound-absorbing plates (621). An arc plate (6111) is fixedly provided at the end between the first sound barrier (2) and the second sound barrier (3). A rotating shaft (6112) is provided on both the first sound-absorbing plate (6111) and the second sound-absorbing plate (621) and is rotatably connected to the arc plate (6111). The axis of the rotating shaft (6112) is parallel to the direction along the track (1). A vibration damping component (7) is provided at the end of each rotating shaft (6112).

2. The fully enclosed sound barrier for rail transit according to claim 1, characterized in that, The inner surface of the first sound barrier (2) is fixed with a first rubber pad (6113) that contacts the pivot (6112) on all the first sound-absorbing plates (611), and the outer surface of the second guide plate (42) is fixed with a second rubber pad (6211) that contacts the pivot (6112) on all the second sound-absorbing plates (621).

3. A fully enclosed sound barrier for rail transit according to claim 1, characterized in that, The vibration damping assembly (7) is provided with vibration damping sponge (71), which is located at the end of the rotating shaft (6112). A fixing plate (73) for fixing the vibration damping sponge (71) is fixed on the arc plate (6111), and an extrusion piece (72) that contacts the vibration damping sponge (71) is provided at the end of the rotating shaft (6112).

4. A fully enclosed sound barrier for rail transit according to claim 3, characterized in that, The extrusion part (72) is provided with a ring sleeve (721), which is fixedly sleeved on the end of the rotating shaft (6112). The damping sponge (71) has a slot for the ring sleeve (721) to pass through. An extension plate (7211) extends outward from the surface of the ring sleeve (721). The damping sponge (71) has a slot for the extension plate (7211) to pass through.

5. A fully enclosed sound barrier for rail transit according to claim 1, characterized in that, Each first deflector plate (41) is filled with a first sound-absorbing material (411) between itself and the first sound barrier (2), and a second sound-absorbing material (421) is filled between the two second deflector plates (42) and between the first sound barrier (2) and the second sound barrier (3).

6. A fully enclosed sound barrier for rail transit according to claim 1, characterized in that, The upper half of the first sound barrier (2) is provided with a first fan (21) and a second fan (22) on both sides. The first fan (21) is located in the first channel (4) and the second fan (22) is located in the second channel (5). The lower half of the second sound barrier (3) is provided with a number of ventilation holes (31) arranged in a matrix on both sides and directly opposite each first guide plate (41).

7. A fully enclosed sound barrier for rail transit according to claim 1, characterized in that, A support assembly (8) is provided between the first sound barrier (2) and the second sound barrier (3). The support assembly (8) includes a spacer block (81) between the bottom sides of the first sound barrier (2) and the second sound barrier (3) and a support column (82) on the top of the second sound barrier (3). The spacer block (81) is fixedly connected to the track (1). A positioning plate (811) is fixedly provided between the first sound barrier (2) and the second sound barrier (3) and the spacer block (81). The first sound barrier (2) is provided with a plug-in column (821) that is inserted and connected to the support column (82). The support column (82) is provided with a socket for the plug-in column (821) to be inserted and connected.

8. A method for installing a fully enclosed sound barrier for rail transit, applied to the fully enclosed sound barrier for rail transit as described in any one of claims 1-7, characterized in that, Includes the following steps: S1. Determine the installation locations of the first sound barrier (2) and the second sound barrier (3) along the traffic line of the track (1), and clean the foundation at the installation locations; S2. The first sound barrier (2) and the second sound barrier (3) are fixedly connected to the foundation by the support component (8); S3. Install silencing components (6) in the first channel (4) and the second channel (5) of the first sound barrier (2) and the second sound barrier (3), respectively. S4. Inspect and test the quality, stability and noise reduction effect of the first sound barrier (2) and the second sound barrier (3).

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