Sound barrier and vehicle

Abstract

The application relates to a sound barrier and a vehicle, the sound barrier being used for the vehicle, the sound barrier comprising a screen body and a connecting device, the screen body being used for covering at least part of a vehicle body; the connecting device comprising a first connecting component and a second connecting component, one of the first connecting component and the second connecting component being connected with the screen body, the other of the first connecting component and the second connecting component being connected with the vehicle body, and the first connecting component and the second connecting component being connected with each other to mount the screen body on the vehicle body. The screen body is mounted on the vehicle body through the connecting device, the vehicle-mounted deployment of the sound barrier is realized, the construction difficulty and construction cost are reduced, and the interference on the urban landscape is reduced.

Description

Technical Field

[0001] This application relates to the field of vehicle body parts technology, and in particular to a sound barrier and a vehicle. Background Technology

[0002] A sound barrier is a noise control facility widely used in transportation, industrial, and urban environments. It is primarily used to block the propagation path of noise to reduce its impact on the surrounding environment. Its basic principle is to isolate the noise source from the receiving area by setting up a barrier with a certain height and sound insulation performance, thereby achieving effective noise attenuation and shielding.

[0003] However, existing sound barriers are typically installed on ground surfaces such as roads, railway foundations, bridges, or track beams. Due to their fixed installation nature, construction often requires high-altitude work or temporary road closures, resulting in high construction complexity, long construction periods, high costs, and certain safety risks. Furthermore, to effectively control vehicle noise, fixed sound barriers often need to be continuously deployed over long distances along the route, occupying significant space and having a long-term impact on the urban landscape. Especially in areas with high aesthetic requirements, their sheer size and continuity can easily create visual clashes with the surrounding environment, affecting overall harmony. Utility Model Content

[0004] This application provides a sound barrier and vehicle that reduces construction difficulty and cost while minimizing interference with the urban landscape, thereby at least partially solving the aforementioned technical problems.

[0005] To achieve the above objectives, according to a first aspect of this application, a sound barrier is provided for a vehicle, the sound barrier comprising:

[0006] A screen, used to cover at least part of the vehicle body;

[0007] The connection device includes a first connection component and a second connection component, one of which is connected to the screen, and the other of which is connected to the vehicle body. The first connection component and the second connection component are interconnected to mount the screen to the vehicle body.

[0008] Optionally, the first connecting component and the second connecting component are detachably connected.

[0009] Optionally, the first connection component includes a first mounting base, the first mounting base being provided with a plug-in slot;

[0010] The second connection component includes a connector that is adapted to the connector slot. When the vehicle moves forward and backward relative to the screen, at least a portion of the connector can be inserted into the connector slot from the opening of the connector slot.

[0011] Optionally, the first connecting component further includes a limiting member, which is movably disposed on the first mounting base and can move between a limiting position and a clearance position. When the limiting member is in the limiting position, it can restrict the plug-in from dislodging from the slot of the plug-in groove. When the limiting member is in the clearance position, it can avoid the plug-in.

[0012] Optionally, the first connecting component further includes a first driving member, which is capable of driving the limiting member to move from the limiting position to the avoidance position.

[0013] Optionally, the first connecting component further includes a first elastic element disposed between the first mounting base and the limiting member. The first elastic element undergoes elastic deformation when the limiting member moves from the limiting position to the avoidance position, and can drive the limiting member in the avoidance position to the limiting position.

[0014] Optionally, the side wall of the insertion slot is provided with a first groove, and the limiting member is movably disposed in the first groove and slides in cooperation with the side wall of the first groove.

[0015] Optionally, the first connection component further includes a position sensor for detecting the position of the connector.

[0016] Optionally, the sidewall of the insertion slot is provided with a drainage hole, which extends to the outside of the first mounting base.

[0017] Optionally, the insertion slot has two oppositely arranged sidewalls, and the distance between the two sidewalls of the insertion slot gradually increases in the direction from the bottom of the insertion slot to the opening of the insertion slot.

[0018] Optionally, the second connecting component includes a second mounting base, the plug-in is movably disposed on the second mounting base and is movable between a mating position and a staggered position. When the plug-in is in the mating position, it is able to face the plug slot in the front-rear upward direction of the vehicle. When the plug-in is in the staggered position, it is able to avoid the first mounting base.

[0019] Optionally, the second connection component further includes a second drive member capable of driving the connector to move from the mating position to the offset position.

[0020] Optionally, the second connecting component further includes a second elastic element disposed between the second mounting base and the plug-in. The second elastic element undergoes elastic deformation when the plug-in moves from the mating position to the misaligned position, and is capable of driving the plug-in in the misaligned position to the mating position.

[0021] Optionally, the second mounting base is provided with a second groove, and the plug is movably disposed in the second groove and slides in cooperation with the side wall of the second groove.

[0022] Optionally, the second connection component further includes a buffer structure, which is at least disposed on the side of the plug facing the second groove.

[0023] Optionally, the sidewall of the insertion slot is provided with a notch, the insertion member extends along the cross-sectional direction of the vehicle, the insertion member includes an insertion part and a connecting part connecting the insertion part and the second mounting seat, when the vehicle body moves relative to the screen body in the front-rear upward direction, the insertion part is inserted into the insertion slot from the slot opening of the insertion slot, and the notch avoids the connecting part.

[0024] Optionally, the sound barrier further includes rollers, which are rotatably disposed on the side of the barrier facing the vehicle body, and are used to roll along the track beam.

[0025] According to a second aspect of this application, a vehicle is provided, including a vehicle body and a sound barrier as described in any of the above claims.

[0026] In this embodiment of the sound barrier, the barrier body is directly installed on the vehicle body via a connecting device, rather than being fixed to the ground, tracks, or bridges. This design eliminates the need for high-altitude operations, temporary road occupancy, and related construction processes required for traditional fixed sound barriers, significantly reducing construction difficulty and safety risks, while also greatly shortening the construction period. Furthermore, no additional modifications to existing tracks or bridges are required, avoiding investment in supporting infrastructure and effectively controlling overall construction costs. Since the sound barrier moves with the vehicle body, it does not need to be continuously deployed along the route, thus significantly reducing long-term occupation of urban space and effectively avoiding obstruction and visual disruption of the urban landscape. In summary, this application, by installing the barrier body on the vehicle body via a connecting device, achieves vehicle-mounted deployment of the sound barrier, reducing construction difficulty and costs while minimizing interference with the urban landscape.

[0027] Other features and advantages of this application will be described in detail in the following detailed description section. Attached Figure Description

[0028] To more clearly illustrate the technical solutions in the embodiments of this application, the accompanying drawings used in the description of the embodiments will be briefly introduced below. Obviously, the drawings described below are only some embodiments of this application. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0029] To gain a more complete understanding of this application and its beneficial effects, the following description will be provided in conjunction with the accompanying drawings, wherein the same reference numerals in the following description denote the same parts.

[0030] Figure 1 This is a perspective view of the vehicle provided in an exemplary embodiment of this disclosure;

[0031] Figure 2 yes Figure 1 A side view diagram of the vehicle in the image;

[0032] Figure 3 yes Figure 1 A front view diagram of the vehicle in the image;

[0033] Figure 4 yes Figure 3 Sectional view at point AA;

[0034] Figure 5 yes Figure 3 A three-dimensional schematic diagram of the connecting device in the diagram;

[0035] Figure 6 yes Figure 5 A front view of the connecting device in the diagram;

[0036] Figure 7 yes Figure 5 A top view of the connecting device in the diagram;

[0037] Figure 8 yes Figure 7 Sectional view at point BB in the middle;

[0038] Figure 9 yes Figure 5 A three-dimensional schematic diagram of the connecting device from another perspective;

[0039] Figure 10 yes Figure 5 A three-dimensional schematic diagram of the first connecting component in the diagram;

[0040] Figure 11 yes Figure 10 A front view of the first connecting component in the diagram;

[0041] Figure 12 yes Figure 10 A top view of the first connecting component in the diagram;

[0042] Figure 13 yes Figure 12 Sectional view at point C;

[0043] Figure 14 yes Figure 5 A three-dimensional schematic diagram of the second connecting component;

[0044] Figure 15 yes Figure 14 A top view of the second connecting component;

[0045] Figure 16 yes Figure 15 Sectional view at DD in the diagram.

[0046] Explanation of reference numerals in the attached figures:

[0047] 1000, Vehicle; 100, Sound barrier; 1, Screen body; 2, Connecting device; 21, First connecting assembly; 211, First mounting base; 2111, Insertion slot; 2112, First groove; 2113, Drainage hole; 2114, Side wall of insertion slot; 2115, Notch; 212, Limiting element; 213, First driving element; 2131, First electromagnet; 214, First elastic element; 215, Position sensing element; 22, Second connecting assembly; 221, Insertion piece; 2211, Insertion part; 2212, Connecting part; 222, Second mounting base; 2221, Second groove; 223, Second driving element; 2231, Second electromagnet; 224, Second elastic element; 225, Buffer structure; 3, Roller; 4, Battery; 200, Vehicle body; 210, Vehicle door; 2000, Track beam. Detailed Implementation

[0048] The technical solutions of the embodiments of this application will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only a part of the embodiments of this application, and not all of them. All other embodiments obtained by those skilled in the art based on the embodiments of this application without creative effort are within the protection scope of this application.

[0049] Please see Figures 1 to 4 This application provides a sound barrier 100 for a vehicle 1000. The sound barrier 100 includes a screen body 1 and a connecting device 2. The screen body 1 is used to cover at least a portion of the vehicle body 200. The connecting device 2 includes a first connecting component 21 and a second connecting component 22. One of the first connecting component 21 and the second connecting component 22 is connected to the screen body 1, and the other of the first connecting component 21 and the second connecting component 22 is connected to the vehicle body 200. The first connecting component 21 and the second connecting component 22 are connected to each other to install the screen body 1 on the vehicle body 200.

[0050] In the technical solution of this application, the screen 1 is directly installed on the vehicle body 200 via the connecting device 2, rather than being fixed to the ground, tracks, or bridges. This setup eliminates the need for high-altitude operations, temporary road occupancy, and related construction processes required for traditional fixed sound barriers, significantly reducing construction difficulty and safety risks, while also greatly shortening the construction period. Furthermore, no additional modifications to existing tracks or bridges are required, avoiding investment in supporting infrastructure and effectively controlling overall construction costs. Since the sound barrier 100 moves with the vehicle body 200, it does not need to be continuously deployed along the route, thus significantly reducing long-term occupation of urban space and effectively avoiding obstruction and visual disruption of the urban landscape. In summary, this application, by installing the screen 1 on the vehicle body 200 via the connecting device 2, achieves vehicle-mounted deployment of the sound barrier 100, reducing construction difficulty and costs while minimizing interference with the urban landscape.

[0051] Furthermore, it is understandable that, since the screen 1 moves synchronously with the vehicle body 200, it is always located near the main noise sources of the vehicle 1000 (such as the engine, wheel and track contact area), and can continuously block the noise propagation path during the operation of the vehicle 1000. Compared with traditional fixed sound barriers, this solution does not rely on deployment along the line, and can form effective blocking at key noise propagation locations, thereby improving the overall noise reduction effect. Especially when the vehicle 1000 is accelerating, decelerating or turning, the relative position between the screen 1 and the noise source remains stable, avoiding the blind spots caused by the movement of the sound source in traditional fixed barriers, thus achieving a continuous, stable and efficient dynamic noise reduction effect.

[0052] In some embodiments, the first connecting component 21 and the second connecting component 22 are detachably connected. In these embodiments, the screen 1 can be quickly installed and removed from the vehicle body 200 via the connecting device 2. This detachable structure allows the sound barrier 100 to be flexibly deployed on different vehicle bodies 200 according to actual usage needs, enabling cross-vehicle sharing. It is particularly suitable for scenarios requiring frequent scheduling, temporary deployment, or phased use, such as when a vehicle 1000 is deployed to a special activity area for noise reduction operations, or for noise control in a temporary traffic control area. In addition, the detachable connection method also facilitates the maintenance and replacement of the equipment. When the screen 1 or the connecting device 2 is worn, aged, or damaged, it can be quickly removed from the vehicle body 200 for repair or replacement without modifying the overall vehicle structure, thereby reducing maintenance costs and downtime, and improving the maintainability and service life of the system.

[0053] In some other examples, the first connecting component 21 and the second connecting component 22 are fixedly connected or integrally formed. In these embodiments, the screen 1 and the vehicle body 200 are connected in a stable manner, resulting in a more stable structure suitable for long-term fixed installation on the vehicle 1000 without frequent disassembly and assembly, thus improving the overall reliability and durability of the structure.

[0054] Please see Figures 5 to 9 In some embodiments, the first connecting component 21 includes a first mounting base 211 with a insertion slot 2111; the second connecting component 22 includes a connector 221 adapted to the insertion slot 2111. When the vehicle 1000 moves forward and backward relative to the screen 1, at least a portion of the connector 221 can be inserted into the insertion slot 2111 through its opening. In these embodiments, the insertion direction is set along the forward and backward direction of the vehicle 1000, allowing the installation and removal of the sound barrier 100 to be automatically completed by the forward or backward movement of the vehicle 200, without additional manual intervention or auxiliary equipment. For example, during installation, the vehicle 200 can slowly approach the screen 1, and at least a portion of the connector 221 is inserted into the insertion slot 2111; during removal, the vehicle 200 moves in the opposite direction to achieve automatic separation of the connecting structure. This structure significantly improves the installation and removal efficiency of the sound barrier 100, simplifies the operation process, and is especially suitable for use scenarios that require frequent scheduling or temporary deployment.

[0055] In some other embodiments, the insertion direction of the plug 221 and the plug slot 2111 is not limited to the front-back direction. For example, it can be inserted vertically, laterally, or obliquely. The first connecting component 21 and the second connecting component 22 can also adopt a non-plug-in detachable connection method, such as bolt connection, snap-fit ​​connection, etc.

[0056] Please see Figures 10 to 13 In some embodiments, the first connecting component 21 further includes a limiting member 212, which is movably disposed on the first mounting base 211 and is capable of being in a limiting position ( Figures 5 to 9 In the middle, the limiting component 212 is located in the limiting position and the avoidance position. Figures 10 to 13 In the middle, the limiting member 212 is located in the avoidance position. When the limiting member 212 is in the limiting position, it can prevent the plug member 221 from dislodging from the slot of the plug groove 2111 (see Figure 5 , Figure 6 and Figure 8 When the limiting member 212 is in the avoidance position, it can avoid the insertion member 221 (see...). Figure 13In these implementations, when the limiting member 212 is in the avoidance position, the connector 221 is allowed to be inserted or removed. When the limiting member 212 is in the limiting position, it can prevent the connector 221 from coming out of the slot of the connector groove 2111. The limiting member 212 locks the connector after the connector 221 is inserted, preventing the connecting device 2 from accidentally disengaging during the operation of the vehicle 1000, thereby improving the stability of the connection structure and the safety of use.

[0057] In some other embodiments, the method of preventing the connector 221 from disengaging from the connector slot 2111 is not limited to the form of the limiting member 212. For example, a snap-fit ​​structure can be used: an elastic snap-fit ​​part is provided in the connector slot 2111, and the connector 221 is provided with a matching slot. After insertion, the snap-fit ​​automatically snaps into the slot to lock the insertion state; when disassembly is required, only a certain external force needs to be applied to disengage the snap-fit ​​from the slot, and the connector 221 can be pulled out. Another example is the shape adaptation design of the connector 221 and the connector slot 2111. The shape fit between the connector 221 and the connector slot 2111 achieves stable maintenance of the insertion state, while still allowing the connector 221 to be easily pulled out by applying force in the opposite direction of insertion.

[0058] In some embodiments, a plurality of limiting members 212 are distributed along the circumferential or symmetrical direction of the insertion groove 2111. It is understood that by providing multiple limiting members 212, the limiting range can be effectively expanded, the required travel distance of a single limiting member 212 can be reduced, and the stability of the limiting process and the uniformity of the limiting force distribution can be improved. For example, see... Figure 5 , Figure 6 and Figure 8 Two limiting members 212 are respectively set on opposite sides of the insertion slot 2111. During the insertion process, they can symmetrically limit the insertion member 221 to prevent it from tilting or jamming due to off-center load, thereby improving the overall reliability and smooth operation of the connecting device 2.

[0059] Please see Figure 8 and Figure 13 In some embodiments, the first connecting component 21 further includes a first driving member 213, which is capable of driving the limiting member 212 from its limiting position (see...). Figure 8 Move to an avoidance position (see) Figure 13 In these embodiments, by setting the first driving component 213, the automatic switching control of the limit component 212 can be realized, and the limit can be released without manual operation, which improves the ease of operation and automation level of the connecting device 2, and is especially suitable for application scenarios that require remote control or automatic scheduling.

[0060] In some other embodiments, the position of the limiting member 212 can be switched by a manual lever structure, and the operator can move the limiting member 212 from the limiting position to the avoidance position by moving the lever; or, the limiting member 212 can automatically switch positions during the insertion process by means of a mechanical linkage structure.

[0061] In some embodiments, the first driving member 213 includes a first electromagnet 2131, which is drivenly connected to the limiting member 212. When the electromagnet is energized, it generates a magnetic force to drive the limiting member 212 from the limiting position to the avoidance position. To achieve the electromagnetic driving function, the limiting member 212 must have the characteristic of being driven by electromagnetic force. For example, the limiting member 212 is at least partially made of magnetic material or has a magnetic attraction part to ensure that the first electromagnet 2131 can apply an effective driving force to it. This solution has a compact structure, fast response speed, and is easy to link with the vehicle 1000 control system to realize remote control and automated management.

[0062] In some other embodiments, the first driving member 213 may be a pneumatic or hydraulic driving member, which pushes the limiting member 212 between a limiting position and an avoidance position by air or hydraulic pressure; or it may be a motor-driven structure, which drives the limiting member 212 to move by gear transmission or lead screw transmission.

[0063] Please see Figure 8 and Figure 13 In some embodiments, the first connecting assembly 21 further includes a first elastic member 214, which is disposed between the first mounting base 211 and the limiting member 212. The first elastic member 214 elastically deforms when the limiting member 212 moves from the limiting position to the avoidance position, and is able to hold the member in the avoidance position (see...) Figure 13 The limiting element 212 is driven to the limiting position (see...) Figure 8 In these embodiments, by providing a first elastic element 214, the limit element 212 can be automatically reset after the first driving element 213 is de-energized or released. No additional driving structure is required, the structure is simple and the response is reliable, which helps to improve the ease of operation and system stability of the connecting device 2.

[0064] In some other embodiments, the limiting member 212 can be independently driven to switch between the avoidance position and the limiting position by setting a first additional driving member; or, the first driving member 213 is a bidirectional driving structure that can drive the limiting member 212 to move in the avoidance direction and the limiting direction respectively, so as to realize bidirectional control of the limiting member 212.

[0065] In some embodiments, the first elastic element 214 can be a compression spring (as shown in the figure). Figure 13(as shown in the diagram), tension springs, elastic rubber components, or other elastic elements with elastic recovery functions. These elastic components can be selected according to the actual installation space and force direction to achieve the automatic reset function of the limit component 212 from the avoidance position to the limit position.

[0066] Please see Figure 10 , Figure 11 and Figure 13 In some embodiments, the sidewall 2114 of the insertion slot is provided with a first groove 2112, and the limiting member 212 is movably disposed in the first groove 2112 and slides with the sidewall of the first groove 2112. In these embodiments, by setting the limiting member 212 in the first groove 2112 and forming a sliding engagement with the sidewall of the first groove 2112, a guiding effect can be provided for the movement of the limiting member 212, ensuring that it moves stably along a preset path and avoiding deflection or jamming during movement. This structure helps to improve the reliability and response accuracy of the limiting member 212's action, while enhancing the overall structural stability and service life of the connecting device 2.

[0067] Please see Figure 10 , Figure 11 and Figure 13 In some embodiments, the first connection component 21 further includes a position sensor 215 for detecting the position of the connector 221. In these embodiments, by detecting the position of the connector 221 in real time through the position sensor 215, its insertion status can be determined, thereby providing feedback signals for the locking control of the connection device 2, the action of the first drive member 213, or status indication. For example, after the connector 221 is fully inserted, the position sensor 215 triggers a signal, the control system confirms that the connection status is stable, and initiates the locking action of the limit member 212 (e.g., de-energizing or releasing the first drive member 213, and resetting the limit member 212 to the limit position by the first elastic member 214), or issues a connection completion prompt to the user. This structure helps to improve the safety and automation level of the connection process.

[0068] In some embodiments, the position sensor 215 may be a limit switch, a proximity switch, a photoelectric sensor, a magnetic sensor, or other sensing element capable of detecting the position of the connector 221. For example, see Figure 10 The position sensor 215 is a limit switch installed at the bottom of the insertion slot 2111. When the insertion piece 221 is inserted into place, the insertion piece 221 presses against the trigger part of the limit switch, causing the limit switch to generate an electrical signal, which is fed back to the control system to confirm that the insertion state is complete. Through the position sensor 215, the position of the insertion piece 221 can be accurately detected, and a control basis can be provided for subsequent locking actions or status prompts.

[0069] Please see Figure 10 , Figure 11 and Figure 13 In some embodiments, the sidewall 2114 of the insertion slot is provided with a drain hole 2113, which extends to the outside of the first mounting base 211 (see...). Figure 9 In these embodiments, by providing a drain hole 2113, liquids (such as rainwater or condensate) that enter the plug groove 2111 can be discharged to the outside in a timely manner, avoiding the accumulation of liquid in the plug groove 2111. This prevents problems such as unstable connection, corrosion or electrical short circuit caused by liquid retention, and helps to improve the reliability of product use and extend its service life.

[0070] Please see Figure 10 , Figure 11 and Figure 13 In some embodiments, multiple drain holes 2113 are provided. By providing multiple drain holes 2113, drainage efficiency can be effectively improved, ensuring that liquid in each area of ​​the insertion slot 2111 can be smoothly discharged, avoiding local water accumulation. In addition, the arrangement of multiple drain holes 2113 can also reduce the impact of blockage of a single drain hole 2113 on the overall drainage performance, and improve the adaptability and reliability of the connecting device 2 in complex environments.

[0071] Please see Figure 10 and Figure 12 In some embodiments, the insertion slot 2111 has two opposing sidewalls, and the distance between the sidewalls 2114 of the two insertion slots gradually increases in the direction from the bottom of the insertion slot 2111 to the opening of the insertion slot 2111. In these embodiments, the distance between the two sidewalls of the insertion slot 2111 gradually increases in the insertion direction, thus forming a flared structure. This flared structure provides a guiding function for the insertion of the connector 221, enabling it to automatically align along the inclined direction of the sidewalls 2114 of the insertion slot during insertion. Even if there is a slight deviation in the initial position of the connector 221, it can be guided to the correct position during insertion. This reduces the accuracy requirements of the initial insertion position and improves the smoothness and fault tolerance of the insertion process. This structure is particularly suitable for connection devices 2 that require frequent insertion and removal or are used in dynamic environments.

[0072] In some examples, the shape of the connector 221 is adapted to the changing trend of the spacing between the sidewalls of the two insertion slots 2111, that is, its cross-sectional dimensions are also gradually changed along the insertion direction. For example, the outer contour of the connector 221 is tapered or trapezoidal, which can form a sliding guide fit with the gradually changing sidewalls of the insertion slots 2111, further improving the centering performance and assembly efficiency of the insertion process.

[0073] Please see Figures 14 to 16In some embodiments, the second connecting component 22 includes a second mounting base 222, and a connector 221 is movably disposed on the second mounting base 222 and can move between a mating position and a staggered position. When the connector 221 is in the mating position, it is aligned with the connector slot 2111 in the front-rear direction of the vehicle 1000. When the connector 221 is in the staggered position, it avoids the first mounting base 211. In these embodiments, when the connector 221 is in the mating position, it is aligned with the connector slot 2111 in the front-rear direction of the vehicle 1000. At this time, the vehicle body 200 can complete the insertion operation by moving in the front-rear direction. When the connector 221 is in the staggered position, it is staggered from the first mounting base 211, thereby avoiding interference. With this setting, before the vehicle body 200 is inserted into the screen 1, the connector 221 can be switched to the staggered position, allowing the vehicle body 200 to move freely in the front-rear direction without interference for rough alignment. After alignment, switch connector 221 to the mating position and continue moving vehicle body 200 to complete the connection. This structure effectively improves the flexibility and fault tolerance of the connection operation, and is especially suitable for alignment and connection in multi-screen scenarios.

[0074] Please see Figure 16 In some embodiments, the second connecting component 22 further includes a second driving member 223, which can drive the connector 221 to move from the mating position to the offset position. In these embodiments, by setting the second driving member 223, the position of the connector 221 can be automatically switched without manual intervention, thereby improving the ease of operation and automation level of the connecting device 2.

[0075] In some other examples, the position of the connector 221 can be switched via a manual lever structure, by which the operator moves the connector 221 from the mating position to the offset position by moving the lever.

[0076] In some embodiments, the second driving member 223 includes a second electromagnet 2231, which is drivenly connected to the connector 221. When the second electromagnet 2231 is energized, it generates a magnetic force to drive the connector 221 to move from the mating position to the offset position (i.e., Figure 16 (In the process, the connector 221 moves upward). To achieve the electromagnetic drive function, the connector 221 needs to have the characteristic of being driven by electromagnetic force. For example, the connector 221 is at least partially made of magnetic material or has a magnetic attraction part to ensure that the second electromagnet 2231 can apply an effective driving force to it. This solution has a compact structure, fast response speed, and is easy to link with the control system to realize remote control and automated management.

[0077] In some other examples, the second drive element 223 may be a pneumatic or hydraulic drive element, which pushes the connector 221 between a mating position and a staggered position by air or hydraulic pressure; or it may be a motor drive structure, which drives the connector 221 to move by gear transmission or lead screw transmission.

[0078] In some embodiments, the second connecting assembly 22 further includes a second elastic member 224, which is disposed between the second mounting base 222 and the plug-in 221. The second elastic member 224 elastically deforms when the plug-in 221 moves from the mating position to the misaligned position, and can drive the plug-in 221 from the misaligned position to the mating position (i.e., Figure 16 In these embodiments, by providing a second elastic element 224, the plug 221 can be automatically reset after the second driving element 223 is de-energized or released. This eliminates the need for an additional driving structure, resulting in a simple structure, reliable response, and improved ease of operation and system stability of the connection device 2.

[0079] In some other examples, a second additional driving element can be provided to independently drive the connector 221 to switch from the offset position to the mating position; or, the second driving element 223 is a bidirectional driving structure that can drive the connector 221 to move in the mating direction and the offset direction respectively, thereby achieving bidirectional control.

[0080] In some examples, the second elastic element 224 can be a compression spring (as shown in the appendix). Figure 16 (As shown), tension spring, elastic rubber component, or other elastic element with elastic recovery function. The second elastic element 224 can be selected according to the actual installation space and force direction to realize the automatic reset function of the plug 221 from the misaligned position to the mating position.

[0081] Please see Figure 16 In some embodiments, the second mounting base 222 is provided with a second groove 2221, and the connector 221 is movably disposed in the second groove 2221 and slides against the side wall of the second groove 2221. In these embodiments, by placing the connector 221 in the second groove 2221 and forming a sliding engagement with the side wall of the second groove 2221, a guiding effect can be provided for the movement of the connector 221, ensuring that it moves stably along a preset path and avoiding deflection or jamming during movement. This structure helps to improve the reliability and response accuracy of the connector 221 position adjustment process, while enhancing the overall structural stability and service life of the connecting device 2.

[0082] Please see Figure 16In some embodiments, the second connecting component 22 further includes a buffer structure 225, which is at least disposed on the side of the connector 221 facing the sidewall of the second groove 2221. In these embodiments, during the switching between the offset position and the mating position of the connector 221, the connector 221 slides within the second groove 2221 and forms a guiding engagement with the sidewall of the second groove 2221. By providing the buffer structure 225 on the contact surface, rigid collisions between the connector 221 and the sidewall of the second groove 2221 can be effectively avoided, reducing the impact force during movement and improving the smoothness of the connector 221's movement and structural durability.

[0083] In some embodiments, a buffer structure 225 is also provided on the side of the connector 221 facing the insertion groove 2111. During the insertion process, the connector 221 is typically inserted to the bottom of the insertion groove 2111 to achieve a stable connection. By providing a buffer structure 225 on this side, the contact impact between the connector 221 and the bottom of the insertion groove 2111 can be absorbed when the connector is inserted into place, reducing stress concentration at the moment of connection, thereby improving the stability of the connection and the durability of the structure.

[0084] In some examples, the buffer structure 225 is a soft damping material layer, such as a rubber layer, a silicone layer, or other material layers with buffering and energy absorption properties. The buffer structure 225 can be directly bonded to or embedded in the corresponding surface of the connector 221, with a simple structure, convenient installation, and can be selected according to actual usage requirements.

[0085] Please see Figure 5 , Figure 6 and Figure 10 In some embodiments, the sidewall 2114 of the insertion slot is provided with a notch 2115, and the insertion member 221 extends along the cross-sectional direction of the vehicle 1000. The insertion member 221 includes an insertion portion 2211 and a connecting portion 2212 connecting the insertion portion 2211 and the second mounting base 222. When the vehicle body 200 moves relative to the screen body 1 in a forward and backward upward motion, the insertion portion 2211 is inserted into the insertion slot 2111 from the opening of the insertion slot 2111 (see...). Figure 5In the middle, (inserted along the direction of straight arrow a), the notch 2115 avoids the connecting part 2212. It can be understood that since the screen 1 covers the vehicle body 200, the two form an installation gap in the cross-sectional direction of the vehicle 1000, and the connecting device 2 is arranged in this gap to achieve a reliable connection between the vehicle body 200 and the screen 1. If the plug-in 221 extends along the cross-sectional direction, it can achieve the shortest path connection with the second mounting seat 222, which is simple in structure and reasonable in arrangement. However, the insertion direction is the front-back direction perpendicular to the cross-section. If the side wall 2114 of the plug groove is a closed structure, the connecting part 2212 of the plug-in 221 will interfere with the groove wall during the insertion process, resulting in failure to insert smoothly. In these embodiments, by providing a notch 2115 in the side wall 2114 of the plug groove, the notch 2115 provides a clearance space for the connecting part 2212 in the front-back direction, and the plug-in 221 can be smoothly inserted into the plug groove 2111 in the front-back direction while extending along the cross-sectional direction. This design allows the connector 221 to be connected without bending or adding complex adapter structures, thereby simplifying the overall structure, reducing the number of parts and assembly complexity, significantly improving installation efficiency, and reducing manufacturing and maintenance costs.

[0086] It should be noted that the connector 221 extends along the cross-sectional direction of the vehicle 1000. This does not require the connector 221 to be a strictly geometrically straight line, but rather that the overall orientation of the connector 221 is basically consistent with the cross-sectional direction of the vehicle 1000. Even if the connector 221 has slight bends, curvatures, or turns in certain areas, as long as its overall extension direction is adapted to the spatial arrangement between the vehicle body 200 and the screen 1, and can achieve a stable connection with the first mounting base 211 and the second mounting base 222, it is acceptable.

[0087] Please see Figure 3 and Figure 4 In some embodiments, the sound barrier 100 further includes rollers 3, which are rotatably disposed on the side of the barrier 1 facing the vehicle body 200. The rollers 3 are used to roll along the track beam 2000. In these embodiments, the rollers 3 roll in cooperation with the track beam 2000 to provide auxiliary support and guidance during the movement of the sound barrier 100 with the vehicle. This structure reduces running resistance by replacing sliding friction with rolling friction, improves the smoothness and controllability of the movement process, and enhances the overall operating performance and environmental adaptability of the sound barrier 100 system.

[0088] Please see Figure 3 and Figure 4 In some embodiments, the connecting device 2 is located between the top of the vehicle body 200 and the screen 1, so that the screen 1 is naturally supported by the vehicle body 200 through the connecting device 2. This structure achieves a stable connection between the screen 1 and the vehicle body 200, while also facilitating disassembly and maintenance.

[0089] In some embodiments, the screen 1 includes a rigid body and sound-absorbing and sound-insulating materials disposed on the rigid body to improve the overall noise reduction performance. The sound-absorbing and sound-insulating materials are mainly used to absorb sound wave energy and reduce internal reflection and reverberation, while the sound-insulating materials are used to block the propagation path of external noise and prevent it from penetrating the screen 1. The combination of the two can achieve better noise reduction effect.

[0090] Please see Figure 3 In some embodiments, the connection device 2 further includes a battery 4, which supplies power to the first electromagnet 2131 and the second electromagnet 2231, so that the connection device 2 can still be unlocked and locked without external power supply, thereby improving the independence and reliability of the system operation.

[0091] Please see Figures 1 to 4 According to a second aspect of this application, a vehicle 1000 is provided, including a vehicle body 200 and a sound barrier 100. The structure of the sound barrier 100 is as described above. Since the vehicle body 200 adopts all the technical solutions of all the above embodiments, it has at least the beneficial effects brought about by the technical solutions of the above embodiments, which will not be described in detail here.

[0092] The vehicle 1000 can be a rail transit vehicle 1000, an urban light rail, a cloud bus, or other mobile transportation equipment with noise control requirements; this application does not specifically limit it in this regard.

[0093] Please see Figures 1 to 4 In some embodiments, the vehicle 1000 includes multiple screens 1 and multiple connecting devices 2, with each screen 1 detachably connected to the vehicle body 200 via an independent connecting device 2. This structure helps to reduce the size of a single screen 1 while maintaining the overall noise reduction area. Because the size of a single screen 1 is smaller, it can more flexibly adapt to the structure of the vehicle body 200, achieving precise alignment with the noise sources of the vehicle body 200, thereby improving the overall noise reduction effect. It also helps to avoid spatial interference with key structures such as the door 210.

[0094] Please see Figures 1 to 4 In some embodiments, the first connecting component 21 or the second connecting component 22 connected to the vehicle body 200 is fixedly installed on the vehicle body 200, and the screen 1 is offset from the door 210 during assembly. This structure achieves spatial avoidance between the screen 1 and the door 210 during the installation stage, avoiding interference between the two during operation, thereby ensuring the normal opening and closing function of the door 210, while maintaining the stable installation state of the sound barrier 100.

[0095] In some other embodiments, the connecting device 2 allows the screen 1 to move relative to the vehicle body 200. Specifically, a first connecting component 21 or a second connecting component 22 connected to the vehicle body 200 is movably mounted on the vehicle body 200, so that the screen 1 can move synchronously with the connecting component during the opening or closing of the door 210, thereby achieving dynamic avoidance of the movement path of the door 210 and improving the overall vehicle function coordination and safety.

[0096] In some embodiments, taking the first connecting component 21 connected to the vehicle body 200 and the second connecting component 22 connected to the screen 1 as an example, the vehicle 1000 is configured to execute the automatic installation process of the sound barrier 100 based on the instructions of the control center in the unmanned driving mode, including: the control center first determines whether the whole vehicle is in the unmanned driving mode; if not, the process terminates; if so, it continues to determine whether the current time is within the preset installation period; if not, the process terminates; if so, the automatic installation program is started; the control center controls the second electromagnet 2231 at the end of the screen 1 to be energized, so that the connector 221 moves to a staggered position, and dispatches the preset vehicle body 200 to the installation area of ​​the screen 1; the whole vehicle TCMS (Train Control System) The control system responds to the installation command, drives towards the installation area of ​​the screen 1, and continuously uploads real-time location information. After the vehicle 200 arrives at the designated area, the control center de-energizes the second electromagnet 2231 at the end of the screen 1 and sends a "ready" signal to the vehicle 1000. The vehicle TCMS controls the first electromagnet 2131 at the end of the vehicle 200 to energize, causing the limit member 212 to move to the avoidance position. The vehicle 200 fine-tunes its position so that the connector 221 and the connector slot 2111 can be plugged in and engaged, and triggers the limit switch to confirm that the installation is in place. Subsequently, the vehicle TCMS de-energizes the first electromagnet 2131, the limit member 212 resets and locks, and the sound barrier 100 is fixedly installed on the vehicle 200.

[0097] In some embodiments, the control strategy for the vehicle body 200 to enter the installation area of ​​the sound barrier 100 and upload its position information to the control center includes the following steps: the vehicle-mounted positioning antenna acquires the current position information of the vehicle body 200 in real time, and performs secondary calibration of the position of the vehicle body 200 through lidar and camera to improve positioning accuracy; the two types of positioning data are aggregated to the vehicle-mounted signal cabinet, which completes the data processing; subsequently, the vehicle-mounted signal cabinet uploads the processed position information to the control center through the vehicle-to-ground wireless communication system (trackside AP signal pole), realizing real-time monitoring of the position of the vehicle body 200 and precise control of the automatic installation process of the sound barrier 100.

[0098] In the description of this application, the terms "first" and "second" are used for descriptive purposes only and should not be construed as indicating or implying relative importance or implicitly specifying the number of technical features indicated. Therefore, a feature defined as "first" or "second" may explicitly or implicitly include one or more features. In the description of this application, "multiple" means two or more, unless otherwise explicitly specified.

[0099] In the above embodiments, the descriptions of each embodiment have different focuses. For parts not described in detail in a certain embodiment, please refer to the relevant descriptions in other embodiments.

[0100] The embodiments, implementation methods, and related technical features of this application can be combined and substituted for each other without conflict.

[0101] The above are merely preferred embodiments of this application and are not intended to limit this application in any way. Any simple modifications, equivalent changes, and alterations made to the above embodiments based on the technical essence of this application without departing from the technical solution of this application shall still fall within the scope of the technical solution of this application.

Claims

1. A sound barrier for use in vehicles, characterized in that, include: A screen, used to cover at least part of the vehicle body; The connection device includes a first connection component and a second connection component, one of which is connected to the screen, and the other of which is connected to the vehicle body. The first connection component and the second connection component are interconnected to mount the screen to the vehicle body.

2. The sound barrier according to claim 1, characterized in that, The first connecting component and the second connecting component are detachably connected.

3. The sound barrier according to claim 2, characterized in that, The first connection component includes a first mounting base, which has a plug-in slot; The second connection component includes a connector that is adapted to the connector slot. When the vehicle moves forward and backward relative to the screen, at least a portion of the connector can be inserted into the connector slot from the opening of the connector slot.

4. The sound barrier according to claim 3, characterized in that, The first connecting component further includes a limiting member, which is movably disposed on the first mounting base and can move between a limiting position and a clearance position. When the limiting member is in the limiting position, it can restrict the plug-in from dislodging from the slot of the plug-in groove. When the limiting member is in the clearance position, it can avoid the plug-in.

5. The sound barrier according to claim 4, characterized in that, The first connecting component further includes a first driving member, which is capable of driving the limiting member to move from the limiting position to the avoidance position.

6. The sound barrier according to claim 5, characterized in that, The first connecting component further includes a first elastic element disposed between the first mounting base and the limiting member. The first elastic element undergoes elastic deformation when the limiting member moves from the limiting position to the avoidance position, and can drive the limiting member in the avoidance position to the limiting position.

7. The sound barrier according to claim 4, characterized in that, The side wall of the insertion slot is provided with a first groove, and the limiting member is movably disposed in the first groove and slides in cooperation with the side wall of the first groove.

8. The sound barrier according to claim 3, characterized in that, The first connection component further includes a position sensor for detecting the position of the connector.

9. The sound barrier according to claim 3, characterized in that, The side wall of the insertion slot is provided with a drainage hole, which extends to the outside of the first mounting base.

10. The sound barrier according to claim 3, characterized in that, The insertion slot has two oppositely arranged side walls, and the distance between the two side walls of the insertion slot gradually increases in the direction from the bottom of the insertion slot to the opening of the insertion slot.

11. The sound barrier according to claim 3, characterized in that, The second connecting component includes a second mounting base, and the plug is movably disposed on the second mounting base and is movable between a mating position and a staggered position. When the plug is in the mating position, it is able to face the plug groove in the front and rear upward of the vehicle. When the plug is in the staggered position, it is able to avoid the first mounting base.

12. The sound barrier according to claim 11, characterized in that, The second connection component further includes a second driving member, which is capable of driving the plug to move from the mating position to the offset position.

13. The sound barrier according to claim 12, characterized in that, The second connecting component further includes a second elastic element disposed between the second mounting base and the plug-in. The second elastic element undergoes elastic deformation when the plug-in moves from the mating position to the misaligned position, and is capable of driving the plug-in in the misaligned position to the mating position.

14. The sound barrier according to claim 11, characterized in that, The second mounting base is provided with a second groove, and the plug is movably disposed in the second groove and slides in cooperation with the side wall of the second groove.

15. The sound barrier according to claim 14, characterized in that, The second connection component further includes a buffer structure, which is disposed at least on the side of the plug facing the second groove.

16. The sound barrier according to claim 11, characterized in that, The side wall of the insertion slot is provided with a notch, and the insertion member extends along the cross-sectional direction of the vehicle. The insertion member includes an insertion part and a connecting part connecting the insertion part and the second mounting seat. When the vehicle moves forward and backward relative to the screen, the insertion part is inserted into the insertion slot from the slot opening of the insertion slot, and the notch avoids the connecting part.

17. The sound barrier according to claim 1, characterized in that, The sound barrier also includes rollers, which are rotatably mounted on the side of the barrier facing the vehicle body and are used to roll along the track beam.

18. A vehicle, characterized in that, Includes the vehicle body and the sound barrier as described in any one of claims 1 to 17.

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