Load shedding and pressure relief type high-speed railway sound barrier

Abstract

The invention discloses a load shedding and pressure relief type high-speed rail sound barrier which is formed by combining a plurality of sound barrier unit plates. Each unit plate is of a cavity structure and is filled with a rock wool sound absorption layer, a middle sound insulation layer and a porous sound insulation layer, and the sound insulation index of the unit plate combined structure is larger than or equal to 20 dB. A horn mouth type pressure relief air duct which is symmetrical along a central line is arranged between adjacent unit plates, and the pressure relief air duct meets the following conditions: d1: d2: d3 = 1: (2-3): (2-3), FA = 28.5-0.13 h1 + 0.1 h2-0. 2h3 + 0.001 h1h3, FB = 0.15 + 0.002 h1-0.005 h2 + 0.01 h3 < = 0.4, 20 < = FA < = 30, and 0.2 < = FB < = 0.4. While the high sound insulation index and the noise reduction performance are met, the self weight of the structure and the wind load of a train are remarkably reduced, and efficient cooperation of acoustics and structural performance is achieved.

Description

Technical Field

[0001] The present invention belongs to a pavement supporting facility, and particularly designs a load-reducing and pressure-relieving type high-speed railway sound barrier. Technical Background

[0002] With the development of high-speed railways in China, the research and application requirements of high-speed railway technologies under the operating conditions of 400 km / h are becoming increasingly urgent. As the speed of high-speed trains is increased to a higher level, the radiation noise of the trains and the loads on the infrastructure under the line increase. As a trackside noise reduction device, the sound barrier must further improve its noise reduction effect and mechanical properties. Traditional sound barriers mostly adopt a single sound absorption or sound insulation structure. Although this fully enclosed sound barrier can effectively block the propagation of noise, it lacks the ability to resist the transient pressure shock wave generated when a high-speed train passes by. Therefore, it is difficult to meet the requirements of noise reduction and structural load under the airflow impact at higher speeds. In order to relieve the pressure impact inside the fully enclosed sound barrier, technicians began to set pressure relief holes on the sound barrier. However, the setting of pressure relief holes will weaken the noise reduction effect of the sound barrier, resulting in too low sound insulation and a decline in the noise reduction effect. It is difficult to balance the pressure relief ability and noise reduction performance of the sound insulation board. Therefore, there is an urgent need for a new type of sound barrier and its preparation method that can not only meet the requirements of high sound insulation and high noise reduction performance of the sound barrier, but also take into account the reduction of structural load and make the two performances coordinated and unified. Summary of the Invention

[0003] Aiming at the problems in the prior art, the present invention provides a load-reducing and pressure-relieving type high-speed railway sound barrier. On the premise of meeting high sound insulation and high noise reduction performance, the structural self-weight and load requirements are significantly reduced through optimized design, thereby realizing the efficient coordination and optimized unity of acoustic performance and structural performance.

[0004] In the first aspect, the present invention provides a load-reducing and pressure-relieving type high-speed railway sound barrier, including sound barrier unit plates 1 stacked in the height direction;

[0005] The sound barrier unit plate 1 includes a cavity enclosed by profile components, and there is a pressure relief air duct 16 formed by the limitation of profile components between adjacent sound barrier unit plates 1;

[0006] Rock wool sound absorption layers 14 and porous sound insulation layers 15 are symmetrically filled in the cavity of the sound barrier unit plate 1, and an intermediate sound insulation layer 17 is reserved between the rock wool sound absorption layer 14 and the porous sound insulation layer;

[0007] The sum of the weighted sound insulation amounts of the porous sound insulation layer 15 and the intermediate sound insulation layer 17 ≥ 20 dB;

[0008] The pressure relief air duct 16 is in the shape of a flared mouth that is narrow in the middle and increases in width towards both sides, and the pressure relief air duct 16 satisfies: d 1 :d 2 :d 3= 1:(2 - 3):(2 - 3), F A = 28.5 - 0.13h 1 + 0.1h 2 - 0.2h 3 + 0.001h 1 h 3 ,F B = 0.15 + 0.002h 1 - 0.005h 2 + 0.01h 3 ≤ 0.4, 20 ≤ F A ≤ 30, 0.2 ≤ F B ≤ 0.4, where d 1 is the thickness of the middle sound insulation layer 17 of P, in mm, d 2 is the thickness of the porous sound insulation layer 15, in mm, d 3 is the thickness of the rock wool sound absorption layer 14, in mm, h 1 is the width of the narrowest part in the middle of the pressure relief air duct 16, in mm, h 2 is the distance from the narrowest part in the middle of the pressure relief air duct 16 to the widest part on any side of the pressure relief air duct 16, in mm, h 3 is the width of the widest parts on both sides of the pressure relief air duct 16, in mm.

[0009] As a further preferred solution, the pressure relief air duct 16 satisfies 25 ≤ F A ≤ 30, 0.2 ≤ F B ≤ 0.4, and the 5 ≤ h 1 ≤ 7, 20 ≤ h 2 < 45, 20 ≤ h 3 < 40.

[0010] As a further preferred solution, the pressure relief air duct 16 satisfies 25 ≤ F A ≤ 30, 0.25 ≤ F B ≤ 0.4, and the 5 ≤ h 1 ≤ 7, 25 ≤ h 2 < 40, 25 < h 3 ≤ 40.

[0011] As a further solution, the sound barrier unit board 1 includes a back plate profile 11, a front panel profile 12, and a bottom plate profile 13. The back plate profile 11, the front panel profile 12, and the bottom plate profile 13 are detachably lapped to form a sound barrier unit board shell with a hollow interior. The sound barrier unit board 1 presents an inverted V-shaped structure in the height direction.

[0012] As a further solution, the back plate profile 11, the front panel profile 12, and the bottom plate profile 13 are sequentially buckled and lapped through a tenon-like protrusion 111 and a mortise groove 121 to form a shell with openings on both sides.

[0013] Among them, tenon-shaped protrusion parts 111 are provided on both the upper and lower sides of the back panel profile 11. A mortise groove 121 is provided on the upper side of the panel profile 12, and tenon-shaped protrusion parts 111 are provided on the lower side. Mortise grooves 121 are provided on both sides of the bottom plate profile 13.

[0014] Among them, the tenon-shaped protrusion part 111 on the upper side of the back panel profile 11 cooperates with the mortise groove 121 on the upper side of the panel profile; the tenon-shaped protrusion part 111 on the lower side of the back panel profile 11 cooperates with the mortise groove 121 on the left side of the bottom plate profile 13; the tenon-shaped protrusion part 111 on the lower side of the panel profile 12 cooperates with the mortise groove 121 on the right side of the bottom plate profile 13.

[0015] On the side where the back panel profile 11 and the panel profile 12 overlap, upper extension parts 1211 that are symmetric to each other and perpendicular to the horizontal direction are also provided near the tenon-shaped protrusion part 111 and the mortise groove 121. A pair of lower extension parts 1212 that are collinear and symmetric with the upper extension parts 1211 are provided on the bottom plate profile 13, and the extension parts 1211 extend upward. The upper extension parts 1211 and the lower extension parts 1212 are used to divide the interior of the two-sided open shell formed by the back panel profile 11, the panel profile 12, and the bottom plate profile 13 into three areas to fill rock wool materials, porous sound-absorbing materials, and the middle sound insulation layer 17, thereby further optimizing the sound insulation and noise reduction ability of the load-reducing and pressure-relieving type high-speed railway sound barrier.

[0016] As a further solution, sound absorption holes are provided on the panel profile 12.

[0017] As a further solution, the sound absorption holes on the panel profile 12 are distributed vertically and horizontally.

[0018] As a further solution, the rock wool sound absorption layer 14 is selected from rock wool materials with a bulk density greater than or equal to 100 kg / m 3 of rock wool material.

[0019] As a further solution, a waterproof layer is provided on the surface of the rock wool sound absorption layer 14.

[0020] As a further solution, the material of the porous sound insulation layer 15 is selected from porous materials with a weighted sound insulation amount ≥ 10 dB.

[0021] As a further solution, PVC fiber cement boards are also filled in the middle sound insulation layer 17 to form a PVC fiber cement board layer 171, and the PVC fiber cement board layer 171 is limited and fixed by the upper extension parts 1211 and the lower extension parts 1212.

[0022] The load-reducing and pressure-relieving type high-speed railway sound barrier structure further includes a plug 2 and a column 3. The plug 2 is detachably fixed at both ends of the sound barrier unit board 1, and the plug 2 is detachably connected to the column 3; the plugs 2 are detachably connected in a stacked manner up and down to realize the stacking of the sound barrier unit boards 1.

[0023] The plug 2 includes an upper side surface 21, a lower side surface 22, a left side surface 23, a right side surface 24, and a sealing end 25. The upper side surface 21, the lower side surface 22, the left side surface 23, the right side surface 24, and the sealing end 25 are fixedly connected and enclose each other to form a housing with one side open. A convex rib 211 is provided on the upper side surface 21, and a concave rib 221 capable of cooperating with the convex rib 211 is provided on the lower side surface 22, so that the plugs 2 can be stacked up and down through the cooperation of the convex rib 211 and the concave rib 221;

[0024] The vertex of the convex rib 211 is in clearance fit with the intersection point of the back plate profile 11 and the panel profile 12, and the lowest point of the concave rib 221 is in clearance fit with the bottom plate profile 13 to realize the upper and lower limits of the sound barrier unit board 1;

[0025] Symmetrically distributed positioning grooves 18 are provided on the sides of the back plate profile 11 and the panel profile 12, and positioning protrusions 26 cooperating with the positioning grooves 18 are provided on the left side surface 23 and the right side surface 24.

[0026] As a further solution, the upper side surface 21 of the plug cooperates with the left side surface 23, the back plate profile 11, the right side surface 24, and the panel profile 12 respectively, and symmetric cavities are formed with the intersection point of the back plate profile 11 and the panel profile 12 as the axis;

[0027] The lower side surface 22 and the bottom plate profile 13 form symmetric cavities with the lowest point of the concave rib 221 as the axis.

[0028] As a further solution, one group or multiple groups of the positioning grooves 17 and the positioning protrusions 26 can be provided.

[0029] As a further preferred solution, the positioning grooves 17 and the positioning protrusions 26 are provided in 2-3 groups.

[0030] A moisture-proof opening 27 is provided on the sealing end 25 of the plug.

[0031] Buffer layers 28 are provided on the left side surface 23 and the right side surface 24 of the plug 2. The presence of the buffer layers 28 helps to further improve the stability of the load-reducing and pressure-relieving type high-speed railway sound barrier and prevent the longitudinal movement of the sound barrier.

[0032] As a further solution, the column 3 is used to fix the stacked plugs 2.

[0033] Compared with the prior art, the present invention has at least the following beneficial effects:

[0034] Through the sound barrier unit board with a compound design and the carefully designed pressure relief flow channel, the balance between high wind pressure resistance and high noise reduction ability is achieved, effectively solving the problem of reduced noise reduction ability caused by the traditional pressure relief hole design. The symmetric double-layer filling layer with both sound absorption and sound insulation functions optimizes the sound insulation ability of the sound barrier, reduces sound wave reflection, enhances the sound absorption effect, balances the internal stress, and improves the structural stability; through the laminated design of the sound barrier unit board, a flared pressure relief air duct is constructed, and combined with the characteristics of the rock wool sound absorption layer and the porous sound insulation layer, the structure of the pressure relief air duct is carefully optimized. In the high-speed operation environment of 400 km / h, the weighted sound insulation amount of the sound barrier in this solution is effectively improved, the structural load is significantly reduced, and the phenomenon of the sound barrier board moving is avoided. Through the collaborative optimization of material distribution and structural design, this solution significantly improves the comprehensive performance of the sound barrier, enabling it to exhibit excellent sound insulation and wind pressure resistance in the complex working conditions of high-speed railways, providing an effective solution for the development of high-performance sound barriers, and having important application value and promotion prospects. Description of the Drawings

[0035] In order to more clearly illustrate the technical solutions in the embodiments of the present application, the following will briefly introduce the drawings required for the description of the embodiments. Obviously, the following drawings are only some embodiments of the present application. For those of ordinary skill in the art, without creative efforts, other drawings can be obtained based on these drawings.

[0036] Figure 1 Exploded view of the load-reducing and pressure-relieving type high-speed railway sound barrier;

[0037] Figure 2 Longitudinal sectional view of the load-reducing and pressure-relieving type high-speed railway sound barrier;

[0038] Figure 3 Schematic diagram of the pressure relief air duct 16 formed between the sound barrier unit boards 1;

[0039] Figure 4 Schematic diagram of the plug 2;

[0040] Figure 5 Schematic diagram of the laminated plug 2;

[0041] Figure 6 Schematic diagram of the load-reducing and pressure-relieving type high-speed railway sound barrier clamped on the column 3;

[0042] Figure 7 Model test measurement resultant force balance;

[0043] Figure 8 Model experiment six-component force sensor;

[0044] Figure 9For the model test sound barrier and the scaled - down high - speed train;

[0045] Figure 10 For the surface dynamic response sensor.

[0046] Among them, 1 - sound barrier unit board; 11 - back - plate profile; 111 - tenon - like convex part; 12 - panel profile; 121 - mortise groove; 1211 - upper extension part; 1212 - lower derivative part; 13 - bottom - plate profile; 14 - rock wool sound - absorbing layer; 15 - porous sound - insulating layer; 16 - pressure - relief air duct; 17 - intermediate sound - insulating layer; 171 - PVC fiber cement board layer; 18 - positioning groove; 2 - plug; 21 - upper side; 211 - convex rib; 22 - lower side; 221 - concave rib; 23 - left side; 24 - right side; 25 - sealing end; 26 - positioning convex block; 27 - moisture - proof opening; 28 - buffer layer; 3 - column. Detailed implementation mode

[0047] For the convenience of understanding, the present invention will be described more comprehensively below, and embodiments of the present invention are given, but the scope of the present invention is not limited thereby.

[0048] The following are the descriptions of terms or words, and unless otherwise defined, all technical and scientific terms used herein have the meanings commonly understood by those skilled in the art to which the present invention pertains.

[0049] In the first aspect, as Figure 1 、 2 shown, the present invention provides a load - reducing and pressure - relieving type high - speed railway sound barrier, including the sound barrier unit board 1 laminated in the height direction;

[0050] As Figure 3 shown, the sound barrier unit board 1 includes a cavity enclosed by profile components, and there is a pressure - relief air duct 16 formed by the limitation of profile components between adjacent sound barrier unit boards 1;

[0051] Rock wool sound - absorbing layer 14 and porous sound - insulating layer 15 are symmetrically filled in the cavity of the sound barrier unit board 1, and there is an intermediate layer 17 reserved between the rock wool sound - absorbing layer 14 and the porous sound - insulating layer;

[0052] The sum of the weighted sound insulation amounts of the porous sound - insulating layer 15 and the intermediate sound - insulating layer 17 ≥ 20 dB;

[0053] The pressure - relief air duct 16 is in the shape of a flared mouth with a narrow middle and increasing widths towards both sides, and the pressure - relief air duct 16 satisfies: d 1 :d 2 :d 3 = 1:(2 - 3):(2 - 3), F A = 28.5 - 0.13h 1 + 0.1h 2 - 0.2h3 +0.001h 1 h 3 ,F B = 0.15 + 0.002h 1 -0.005h 2 +0.01h 3 ≤0.4, 20 ≤ F A ≤30, 0.2 ≤ F B ≤0.4, where d 1 is the thickness of the middle sound insulation layer 17, in mm, d 2 is the thickness of the porous sound insulation layer 15, in mm, d 3 is the thickness of the rock wool sound absorption layer 14, in mm, h 1 is the width of the narrowest part in the middle of the pressure relief air duct 16, in mm, h 2 is the distance from the narrowest part in the middle of the pressure relief air duct 16 to the widest part on any side of the pressure relief air duct 16, in mm, h 3 is the width of the widest parts on both sides of the pressure relief air duct 16, in mm.

[0054] To optimize the high wind pressure resistance of the sound barrier and avoid the reduction of noise reduction ability caused by pressure relief holes, this scheme proposes a load-reducing and pressure-relieving type high-speed railway sound barrier. Through the sound barrier unit board 1 with a compound design and the carefully designed pressure relief flow channel, while effectively improving the resistance of the sound barrier to transient pressure shock waves, this scheme takes into account the high noise reduction ability of the sound barrier, thus obtaining a sound barrier with high noise reduction and high stability; on the one hand, this scheme carefully designs a symmetric double-layer filling layer with both sound absorption and sound insulation functions. Through the mutual compounding between the double-layer filling layers, this scheme effectively improves the sound insulation ability of the load-reducing and pressure-relieving type high-speed railway sound barrier; at the same time, the symmetric design can not only effectively reduce sound wave reflection, enhance the sound absorption effect, but also balance the internal stress of the sound barrier unit board 1, enhance the structural stability of the load-reducing and pressure-relieving type high-speed railway sound barrier, and improve the wind pressure resistance ability; in addition, this scheme stacks the sound barrier unit board 1 in the height direction to construct a flared pressure relief air duct 16 that is narrow in the middle and increases in width towards both sides. By comprehensively considering the sound absorption and sound insulation characteristics of the rock wool sound absorption layer 14 and the porous sound insulation layer 15, and combining the requirements of the weighted sound insulation amount and the load reduction rate, this scheme carefully designs the structure of the pressure relief air duct 16, where d 1 、d 2 、d 3 collectively define the distribution and cooperation of each layer of materials in the sound barrier unit board 1, h 1 : the relationship between d 1 and h 1 、h 2 、h 3They jointly define the flare shape of the pressure relief air duct 16. We found that when the relationship between them satisfies the above relational expression, the structure of the pressure relief air duct 16 is optimized relative to the design of the sound barrier unit board 1, so that the weighted sound insulation volume of the load-reducing and pressure-relieving high-speed railway sound barrier can be greater than 20 dB in the high-speed operation environment of 400 km / h, and the load reduction rate can be greater than 20%. Therefore, while ensuring high sound insulation, the structure load is reduced, and the phenomenon of the sound barrier board moving during use is avoided, thus obtaining a load-reducing and pressure-relieving high-speed railway sound barrier with high sound insulation and high wind pressure resistance.

[0055] As some preferred cases, the pressure relief air duct 16 satisfies 25 ≤ F A ≤ 30, 0.2 ≤ F B ≤ 0.4, and 5 ≤ h 1 ≤ 7, 20 ≤ h 2 < 45, 20 ≤ h 3 < 40.

[0056] As some preferred cases, the pressure relief air duct 16 satisfies 25 ≤ F A ≤ 30, 0.25 ≤ F B ≤ 0.4, and 5 ≤ h 1 ≤ 7, 25 ≤ h 2 < 40, 25 < h 3 ≤ 40, which helps to further optimize the structure of the pressure relief air duct 16, improve the pressure relief ability of the pressure relief air duct, and improve the sound insulation performance of the load-reducing and pressure-relieving high-speed railway sound barrier.

[0057] As some cases, the sound barrier unit board 1 includes a back plate profile 11, a front panel profile 12, and a bottom plate profile 13. The back plate profile 11, the front panel profile 12, and the bottom plate profile 13 are detachably lapped to form a sound barrier unit board shell with a hollow interior. The sound barrier unit board 1 presents an inverted V-shaped structure in the height direction.

[0058] As some cases, the back plate profile 11, the front panel profile 12, and the bottom plate profile 13 are sequentially buckled and lapped through a tenon-like protrusion 111 and a mortise 121 to form a shell with openings on both sides;

[0059] Among them, tenon-like protrusions 111 are provided on both the upper and lower sides of the back plate profile 11, a mortise 121 is provided on the upper side of the front panel profile 12, and tenon-like protrusions 111 are provided on the lower side. Mortises 121 are provided on both sides of the bottom plate profile 13;

[0060] Among them, the tenon-like protrusion 111 on the upper side of the back plate profile 11 cooperates with the mortise 121 on the upper side of the front panel profile; the tenon-like protrusion 111 on the lower side of the back plate profile 11 cooperates with the mortise 121 on the left side of the bottom plate profile 13; the tenon-like protrusion 111 on the lower side of the front panel profile 12 cooperates with the mortise 121 on the right side of the bottom plate profile 13.

[0061] At the position near the tenon-like protrusion 111 and the mortise groove 121 on the overlapping side of the backplane profile 11 and the panel profile 12, there are also symmetrically arranged upper extension parts 1211 that are perpendicular to the horizontal direction. A pair of lower extension parts 1212 that are collinear and symmetric with the upper extension parts 1211 are provided on the bottom plate profile 13, and the extension parts 1211 extend upward. The upper extension parts 1211 and the lower extension parts 1212 are used to divide the interior of the two-sided open shell formed by the backplane profile 11, the panel profile 12, and the bottom plate profile 13 into three regions to fill rock wool materials, porous sound-absorbing materials, and an intermediate sound insulation layer, thereby further optimizing the sound insulation and noise reduction ability of the load-reducing and pressure-relieving type high-speed railway sound barrier.

[0062] As some cases, sound-absorbing holes are provided on the panel profile 12. The design of the sound-absorbing holes not only effectively increases the sound-absorbing area and improves the sound-absorbing efficiency, but also helps to form a multi-stage pressure-relieving system in cooperation with the pressure-relieving air duct 16 to disperse the air flow impact force brought by the train traveling at high speed, thereby achieving better pressure relief.

[0063] As some cases, the sound-absorbing holes on the panel profile 12 are distributed vertically and horizontally, which helps to better disperse the air flow impact force and optimize the sound-absorbing efficiency at the same time.

[0064] As some cases, the rock wool sound-absorbing layer 14 is selected from rock wool materials with a bulk density greater than or equal to 100 kg / m 3 ³.

[0065] As some cases, a waterproof layer is provided on the surface of the rock wool sound-absorbing layer 14 to avoid the influence of a humid environment on the rock wool sound-absorbing layer 14 and improve the durability and stability of the rock wool sound-absorbing layer 14.

[0066] As some cases, the type of the waterproof layer material is not restricted in principle, and technicians can choose any one or several of hydrophobic cloth, polyurethane foam, and modified polyurethane to prepare the waterproof layer.

[0067] As some cases, the material of the porous sound insulation layer 15 is selected from porous materials with a weighted sound insulation amount ≥ 10 dB.

[0068] As some cases, PVC fiber cement boards are also filled in the intermediate sound insulation layer 17 to form a PVC fiber cement board layer 171. The PVC fiber cement board layer 171 is limited and fixed by the upper extension part 1211 and the lower extension part 1212. The presence of the PVC fiber cement board layer 171 helps to further improve the stability of the load-reducing and pressure-relieving type high-speed railway sound barrier on the one hand, and can also flexibly adjust the sound insulation ability of the load-reducing and pressure-relieving type high-speed railway sound barrier according to requirements on the other hand, thereby broadening the application range of the load-reducing and pressure-relieving type high-speed railway sound barrier.

[0069] Such as Figure 1, the load-reducing and pressure-relieving type high-speed railway sound barrier structure further includes a plug 2 and a column 3. The plug 2 is detachably fixed at both ends of the sound barrier unit board 1, and the plug 2 is detachably connected to the column 3; the plugs 2 are detachably connected in a stacked manner up and down to realize the stacking of the sound barrier unit boards 1.

[0070] The plug 2 includes an upper side surface 21, a lower side surface 22, a left side surface 23, a right side surface 24, and a sealing end 25. The upper side surface 21, the lower side surface 22, the left side surface 23, the right side surface 24, and the sealing end 25 are fixedly connected and enclose each other to form a shell with one side open. A convex rib 211 is provided on the upper side surface 21, and a concave rib 221 that can cooperate with the convex rib 211 is provided on the lower side surface 22, so that the plugs 2 can be stacked up and down through the cooperation of the convex rib 211 and the concave rib 221;

[0071] The vertex of the convex rib 211 is in clearance fit with the intersection point of the back plate profile 11 and the panel profile 12, and the lowest point of the concave rib 221 is in clearance fit with the bottom plate profile 13 to realize the up and down limit of the sound barrier unit board 1;

[0072] Symmetrically distributed positioning grooves 18 are provided on the sides of the back plate profile 11 and the panel profile 12, and positioning protrusions 26 that cooperate with the positioning grooves 18 are provided on the left side surface 23 and the right side surface 24, so as to realize the left and right limit of the sound barrier unit board 1. With the limit in the four directions of up, down, left, and right, the plug-in fixation of the sound barrier unit board 1 in the plug 2 is effectively realized, thereby preventing the sound barrier unit board 1 from moving under high-speed conditions.

[0073] As some cases, such as Figure 2 shown, the upper side surface 21 of the plug cooperates with the left side surface 23, the back plate profile 11, the right side surface 24, and the panel profile 12 respectively, and symmetric cavities are formed with the intersection point of the back plate profile 11 and the panel profile 12 as the axis;

[0074] The lower side surface 22 and the bottom plate profile 13 form symmetric cavities with the lowest point of the concave rib 221 as the axis.

[0075] As some cases, one group or multiple groups of the positioning grooves 17 and the positioning protrusions 26 can be provided.

[0076] As some preferred cases, the positioning grooves 17 and the positioning protrusions 26 are provided in 2 - 3 groups.

[0077] A moisture-proof opening 27 is provided on the sealing end 25 of the plug. The setting of the moisture-proof opening 27 helps to evaporate rainwater on the one hand, keep the inside of the sound barrier unit board dry, and thus extend the service life of the sound barrier unit board 1; on the other hand, the existence of the moisture-proof opening 27 also reserves a window for technicians to observe the internal situation of the sound barrier unit board 1, so that technicians can timely master the situation of the sound barrier unit board 1.

[0078] A buffer layer 28 is provided on the left side surface 23 and the right side surface 24 of the plug 2. The presence of the buffer layer 28 helps to further improve the stability of the load-reducing and pressure-relieving type high-speed railway sound barrier and prevent the longitudinal movement of the sound barrier.

[0079] As some examples, the material of the buffer layer 28 is not limited in principle, and the material includes but is not limited to any one or several of rubber, silica gel sponge, polyethylene foam, and damping felt.

[0080] As some examples, the column 3 is used to fix the stacked plugs 2. Therefore, the structure of the column 3 is not limited, as long as it can realize the plug-in fixation of the plugs 2.

[0081] Next, the technical solutions in the embodiments of the present application will be clearly and completely described in conjunction with the accompanying drawings in the embodiments of the present application. Obviously, the described embodiments are only a part of the embodiments of the present application and do not represent all possible embodiments. Based on the embodiments in the present application, all other embodiments obtained by those of ordinary skill in the art without creative efforts belong to the scope of protection of the present application.

[0082] The chemical raw materials involved in the following examples and comparative examples are all prior arts and are obtained through commercial purchases. The experimental devices, testing devices, etc. involved in the following examples and comparative examples are all conventional devices in the art without special requirements and limitations.

[0083] Example 1

[0084] The back panel profile 11, the front panel profile 12, and the bottom panel profile 13 are mutually buckled through the tenon-shaped protrusion 11 and the mortise 121 to form a cavity. Rock wool with a bulk density of 100 kg / m 3 is filled in the cavity formed by the front panel profile 12 and the bottom panel profile 13 to obtain a rock wool sound absorption layer 14. Polyester fiber cotton is filled in the cavity formed by the back panel profile 11 and the bottom panel profile 13 to obtain a porous sound insulation layer 15. The PVC fiber cement board layer 171 is filled in the intermediate sound insulation layer 17 between the rock wool sound absorption layer 14 and the porous sound insulation layer 15. Subsequently, the plugs 2 are buckled at both ends of the sound barrier unit board 1, and the sound barrier unit board 1 with the plugs 2 buckled is stacked in the column 3 and fixed by anchor bolts, thus obtaining the assembled load-reducing and pressure-relieving type high-speed railway sound barrier.

[0085] Among them, the thickness d of the intermediate sound insulation layer 17 1 is 20 mm, the thickness d of the porous sound insulation layer 15 2 is 50 mm, the thickness d of the rock wool sound absorption layer 14 3 is 50 mm, the width h of the narrowest part in the middle of the pressure relief air duct 16 1 is 6 mm, and the dislocation distance h between the narrowest part in the middle of the pressure relief air duct 16 and the widest part of the pressure relief air duct 162 is 40 mm, and the width h at the widest parts on both sides of the pressure relief air duct 16 3 is 30 mm.

[0086] Example 2

[0087] The assembly method is the same as that in Example 1, except that the width h at the narrowest part in the middle of the pressure relief air duct 16 1 is 5 mm.

[0088] Example 3

[0089] The assembly method is the same as that in Example 1, except that the width h at the narrowest part in the middle of the pressure relief air duct 16 1 is 7 mm.

[0090] Example 4

[0091] The assembly method is the same as that in Example 1, except that the distance h from the narrowest part in the middle of the pressure relief air duct 16 to the widest part on any one side of the pressure relief air duct 16 2 is 20 mm.

[0092] Example 5

[0093] The assembly method is the same as that in Example 1, except that the distance h from the narrowest part in the middle of the pressure relief air duct 16 to the widest part on any one side of the pressure relief air duct 16 2 is 45 mm.

[0094] Example 6

[0095] The assembly method is the same as that in Example 1, except that the width h at the widest parts on both sides of the pressure relief air duct 16 3 is 25 mm.

[0096] Example 7

[0097] The assembly method is the same as that in Example 1, except that the PVC fiber cement board layer 171 is not filled in the middle sound insulation layer 17.

[0098] Comparative Example 1

[0099] The assembly method is the same as that in Example 1, except that the rock wool sound absorption layer 14 and the porous sound insulation layer 15 are not provided, and the PVC fiber cement board layer 171 is not filled in the middle sound insulation layer 17.

[0100] Comparative Example 2

[0101] The assembly method is the same as that in Example 1, except that the width h at the narrowest part in the middle of the pressure relief air duct 16 1 is 5 mm, and the width h at the widest parts on both sides of the pressure relief air duct 16 2 is 20 mm, h 3 is 40 mm.

[0102] Testing method

[0103] The weighted sound insulation measurement method of the sound barrier is carried out by the method specified in "Acoustics - Measurement of sound insulation in buildings and building elements - Part 3: Laboratory measurement of airborne sound insulation of building elements" (GB19889.3 - 2005); the measurement of the load reduction rate is carried out by model experiments or high - speed railway line tests, such as Figures 7 - 10 .

[0104] Calculation method

[0105] The calculation of the load reduction rate index is shown in Equations (2.2 - 1) and (2.2 - 2):

[0106]

[0107] In the formula:

[0108] F 普通 — The lateral resultant force caused by vehicles on a single - span structural unit of a common vertical sound barrier with the same height as the target load - reducing sound barrier

[0109] F 减载 — The lateral resultant force caused by vehicles on a single - span structural unit of the target load - reducing sound barrier

[0110] The test results are shown in Table 1.

[0111] Table 1

[0112]

[0113] It can be observed from Table 1 that Examples 1 - 7 show better weighted sound insulation than Comparative Examples 1 - 2, indicating that the load - reducing and pressure - relieving type high - speed railway sound barrier proposed in this scheme can effectively resist the wind pressure during high - speed railway operation while giving full play to the noise reduction effect, thus obtaining a load - reducing and pressure - relieving type high - speed railway sound barrier with high stability and high noise reduction ability.

[0114] Through the examples and comparative examples, this scheme proves and discusses the reasons for the strong pressure relief and high noise reduction of the load - reducing and pressure - relieving type high - speed railway sound barrier.

[0115] It can be observed from Example 1 and Comparative Example 1 that when the rock wool sound - absorbing layer 14 and the porous sound - insulating layer 15 are not provided in the load - reducing and pressure - relieving type high - speed railway sound barrier, and the PVC fiber cement board layer 171 is not filled in the middle sound - insulating layer 17 (Comparative Example 1). This is because in the load - reducing and pressure - relieving type high - speed railway sound barrier, the change of the weighted sound insulation is affected by various factors such as whether to fill or the type of filling layer material in addition to being related to the pressure - relief air duct 16. Even if the pressure - relief air duct 16 can meet 20 ≤ F A ≤ 30, 0.2 ≤ F B ≤ 0.4, ideal effects cannot be obtained when there is no filling or the filling material does not meet the requirements.

[0116] In Example 1 and Comparative Example 2, we discussed the influence of various factors constituting the pressure relief air duct 16 on the weighted sound insulation of the load-reducing and pressure-relieving high-speed railway sound barrier. It can be observed that to make the weighted sound insulation of the load-reducing and pressure-relieving high-speed railway sound barrier greater than 20 dB and the load reduction rate greater than 20%, it is also necessary to ensure that the pressure relief air duct 16 satisfies d 1 :d 2 :d 3 =1:(2 - 3):(2 - 3), h 1 :d 1 =1:(3 - 4), 20 ≤ F A ≤ 30, 0.2 ≤ F B ≤ 0.4. When the above conditions are not met, Comparative Example 2 shows much weaker sound insulation ability than Example 1.

[0117] In Examples 1 - 6, we discussed the influence of the structure of the pressure relief air duct 16 on the sound insulation performance and load capacity of the load-reducing and pressure-relieving high-speed railway sound barrier. It can be observed that on the basis of satisfying d 1 :d 2 :d 3 =1:(2 - 3):(2 - 3), h 1 :d 1 =1:(3 - 4), 20 ≤ F A ≤ 30, 0.2 ≤ F B ≤ 0.4, as h 2 gradually decreases (Examples 4, 1, 5), the load reduction rate is significantly optimized, while the weighted sound insulation shows slight fluctuations. This may be because the increase of h 2 will extend the air duct path, thus improving the load reduction rate. And in Examples 1 and 6, it can be observed that the increase of h 3 will effectively reduce the outlet speed of the air flow, thus optimizing the load capacity of the load-reducing and pressure-relieving high-speed railway sound barrier. Therefore, according to Examples 1 - 6, it is preferable that the pressure relief air duct 16 satisfies 25 ≤ F A ≤ 30, 0.25 ≤ F B ≤ 0.4, h 1 :h 2 =1:(3 - 7), where 5 ≤ h 1 ≤ 7, 25 ≤ h 2 <40, 25 < h 3 ≤ 40.

[0118] In Embodiments 1 and 7, we further discussed the case where the intermediate sound insulation layer 17 is filled with a PVC fiber cement board layer 171. It can be observed that, compared with the case where the PVC fiber cement board layer 171 is not filled (Embodiment 7), Embodiment 1 filled with the PVC fiber cement board layer 171 exhibits a higher weighted sound insulation quantity and a lower load reduction rate. This may be because the filling of the PVC fiber cement board layer 171 on the one hand helps to further optimize the sound insulation ability of the load-reducing and pressure-relieving type high-speed railway sound barrier, and at the same time makes it possible to flexibly adjust the sound insulation performance of the load-reducing and pressure-relieving type high-speed railway sound barrier. On the other hand, the presence of the PVC fiber cement board layer 171 also further improves the wind pressure resistance performance of the load-reducing and pressure-relieving type high-speed railway sound barrier. Therefore, Embodiment 1 shows better performance than Embodiment 7.

[0119] The technical features of the above-described embodiments can be combined arbitrarily. For the sake of brevity of description, not all possible combinations of the various technical features in the above embodiments are described. However, as long as there is no contradiction in the combination of these technical features, it should be considered to be within the scope described in this specification. Although the embodiments of the present invention have been shown and described above, it can be understood that the above embodiments are exemplary and should not be construed as limiting the present invention. Those of ordinary skill in the art can make changes, modifications, substitutions, and deformations to the above embodiments within the scope of the present invention. In addition, without mutual contradiction, those skilled in the art can combine and combine the different embodiments or examples described in this specification and the features of the different embodiments or examples.

Claims

1. A load-reducing and pressure-relieving high-speed railway sound barrier, characterized in that: It comprises sound barrier unit panels (1) stacked in the height direction; The sound barrier unit plate (1) comprises a cavity enclosed by a profile assembly, and a pressure relief air duct (16) formed by limiting the profile assembly is provided between adjacent sound barrier unit plates (1); The cavity of the sound barrier unit panel (1) is symmetrically filled with a rock wool sound absorbing layer (14) and a porous sound insulating layer (15), and an intermediate sound insulating layer (17) is reserved between the rock wool sound absorbing layer (14) and the porous sound insulating layer; The sum of the weighted sound insulation values ​​of the porous sound insulation layer (15) and the intermediate sound insulation layer (17) is ≥20 dB; The pressure relief air duct (16) is in a bell-mouth shape with a narrow middle and increasing width toward both sides. The pressure relief air duct (16) satisfies: d1:d2:d3=1:(2-3):(2-3), F A =28.5-0.13h1+0.1h2-0.2h3+0.001h1h3, F B =0.15+0.002h1-0.005h2+0.01h3≤0.4,20≤F A ≤30, 0.2≤F B ≤0.4, wherein d1 is the thickness of the middle sound insulation layer (17), in mm, d2 is the thickness of the porous sound insulation layer (15), in mm, d3 is the thickness of the rock wool sound absorption layer (14), in mm, h1 is the width of the narrowest part of the middle of the pressure relief air duct (16), in mm, h2 is the offset distance between the narrowest part of the middle of the pressure relief air duct (16) and the widest part of the pressure relief air duct (16), in mm, and h3 is the width of the widest parts of both sides of the pressure relief air duct (16), in mm.

2. The load-reducing and pressure-relieving high-speed railway sound barrier according to claim 1 is characterized in that: The pressure relief duct (16) meets 25 ≤ F A ≤30, 0.2≤F B ≤0.4, 5≤h1≤7, 20≤h2<45, 20≤h3<40; Preferably, the pressure relief air duct (16) satisfies 25≤F A ≤30, 0.25≤F B ≤0.4, 5≤h1≤7, 25≤h2<40, 25<h3≤40.

3. The load-reducing and pressure-relieving high-speed railway sound barrier according to claim 1 is characterized in that: The sound barrier unit panel (1) comprises a back panel profile (11), a front panel profile (12), and a bottom panel profile (13); the back panel profile (11), the front panel profile (12), and the bottom panel profile (13) are detachably overlapped to form a sound barrier unit panel shell with a hollow interior; the sound barrier unit panel (1) presents an arrow-shaped structure in the height direction; Preferably, the back plate profile (11), the panel profile (12), and the bottom plate profile (13) are overlapped and joined in sequence through tenon-shaped protrusions (111) and mortise grooves (121) to form a shell with openings on both sides.

4. The load-reducing and pressure-relieving high-speed railway sound barrier according to claim 3 is characterized in that: The back plate profile (11) is provided with tenon-shaped protrusions (111) on the upper and lower sides, the panel profile (12) is provided with a mortise groove (121) on the upper side and a tenon-shaped protrusion (111) on the lower side, and the bottom plate profile (13) is provided with mortise grooves (121) on both sides; The upper tenon-shaped protrusion (111) of the back plate profile (11) cooperates with the upper mortise (121) of the panel profile; the lower tenon-shaped protrusion (111) of the back plate profile (11) cooperates with the left mortise (121) of the bottom plate profile (13); the lower tenon-shaped protrusion (111) of the panel profile (12) cooperates with the right mortise (121) of the bottom plate profile (13); The back plate profile (11) and the panel profile (12) are also provided with upper extensions (1211) symmetrical to each other and perpendicular to the horizontal direction at positions near the tenon-shaped protrusions (111) and the mortise grooves (121) at the overlapping sides, and the bottom plate profile (13) is provided with a pair of lower derivatives (1212) colinearly symmetrical with the upper extensions (1211), and the derivatives (1211) extend upwards; Preferably, the panel profile (12) is provided with sound absorbing holes.

5. The load-reducing and pressure-relieving high-speed railway sound barrier according to claim 1 is characterized in that: The sound absorbing holes on the panel profile (12) are distributed vertically and horizontally; Preferably, the rock wool sound absorbing layer (14) is selected from a material having a bulk density greater than or equal to 100 kg / m 3 Rock wool material; Preferably, a waterproof layer is provided on the surface of the rock wool sound absorbing layer (14).

6. The load-reducing and pressure-relieving high-speed railway sound barrier according to claim 1 is characterized in that: The material of the porous sound insulation layer (15) is selected from porous materials with a weighted sound insulation value of ≥10dB; The middle sound insulation layer (17) is also filled with PVC fiber cement board as a PVC fiber cement board layer (171), and the PVC fiber cement board layer (171) is limited and fixed by the upper extension part (1211) and the lower derivative part (1212).

7. The load-reducing and pressure-relieving high-speed railway sound barrier according to claim 1 is characterized in that: The load-reducing and pressure-relieving high-speed railway sound barrier structure further comprises a plug (2) and a column (3); the plug (2) is detachably fixed to both ends of the sound barrier unit plate (1); the plug (2) is detachably connected to the column (3); the plugs (2) are detachably connected to each other in an upper and lower stacking manner; The plug (2) comprises an upper side surface (21), a lower side surface (22), a left side surface (23), a right side surface (24), and a sealing end (25); the upper side surface (21), the lower side surface (22), the left side surface (23), the right side surface (24), and the sealing end (25) are fixedly connected and mutually enclosed to form a shell with an opening on one side; the upper side surface (21) is provided with a convex rib (211), and the lower side surface (22) is provided with a concave rib (221) capable of cooperating with the convex rib (211).

8. The load-reducing and pressure-relieving high-speed railway sound barrier according to claim 7 is characterized in that: The apex of the convex rib (211) is clearance-matched with the intersection of the back plate profile (11) and the panel profile (12), and the lowest point of the concave rib (221) is clearance-matched with the bottom plate profile (13), thereby achieving upper and lower position limits for the sound barrier unit panel (1).

9. The load-reducing and pressure-relieving high-speed railway sound barrier according to claim 7 is characterized in that: The side surfaces of the back plate profile (11) and the panel profile (12) are provided with symmetrically distributed positioning grooves (18), and the left side surface (23) and the right side surface (24) are provided with positioning protrusions (26) that cooperate with the positioning grooves (18); The upper side surface (21) of the plug is respectively matched with the left side surface (23), the back plate profile (11), the right side surface (24), and the panel profile (12), and a symmetrical cavity is formed with the intersection point of the back plate profile (11) and the panel profile (12) as the axis; The lower side surface (22) and the bottom plate profile (13) form a symmetrical cavity with the lowest point of the concave rib (221) as the axis; Preferably, the positioning groove (17) and the positioning protrusion (26) can be provided in one group or multiple groups; Preferably, the positioning grooves (17) and the positioning protrusions (26) are arranged in 2-3 groups; The plug sealing end (25) is provided with a moisture-proof opening (27).

10. The load-reducing and pressure-relieving high-speed railway sound barrier according to claim 7 is characterized in that: A buffer layer (28) is provided on the left side (23) and the right side (24) of the plug (2); The upright posts (3) are used to fix the stacked plugs (2).

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