Door leaf for a rail vehicle

Abstract

The utility model provides a door leaf for railway vehicle. The door leaf includes the casing, the door core for the noise reduction in the casing, the door core includes the sound insulation composite layer, the sound absorption layer and the damping composite layer along the thickness direction arrangement of casing, the damping composite layer includes the damping layer, the restraint layer connected in the thickness direction at least one side of damping layer. Sound insulation composite layer can insulate the noise, be applicable to processing high frequency band's noise, and sound absorption layer can absorb the noise, be applicable to processing low frequency band's noise, on the basis, the damping composite layer can further convert the energy of sound wave vibration into heat energy, can high efficiency dissipate the energy of noise, has excellent processing capacity to low frequency band's noise. Visible, the door leaf can effectively block and absorb the noise of different frequency band provided by the utility model, guarantees the passenger in the passenger compartment has good ride experience.

Description

Technical Field

[0001] This utility model relates to the field of rail vehicle technology, and in particular to a door for rail vehicles. Background Technology

[0002] During operation, rail vehicles generate noise due to friction between their bodies and the air, friction between their wheels and the rails, and the external environment in which they are located. To ensure the passenger experience inside the carriages, the rail vehicle bodies should have sound insulation features.

[0003] As part of the rail vehicle body, the doors of rail vehicles are used to open and close the carriages. Existing doors, in order to have sound insulation functions, will be equipped with aluminum honeycomb panels or polyurethane foam materials. However, the doors are not very effective at blocking noise transmission and cannot effectively block the transmission of low-frequency sounds, which does not meet the current market demand. Utility Model Content

[0004] This utility model provides a door for rail vehicles, the purpose of which is to solve the problem that existing door panels for rail vehicles cannot effectively block the transmission of noise.

[0005] To achieve the above objectives, this utility model provides a door for rail vehicles, including a housing and a door core located within the housing for noise reduction. The door core includes a sound insulation composite layer, a sound absorption layer, and a damping composite layer arranged along the thickness direction of the housing. The damping composite layer includes a damping layer and a constraint layer connected to at least one side of the damping layer in the thickness direction.

[0006] As a further improvement of this utility model, the constraint layer is made of metal.

[0007] As a further improvement of this utility model, the sound-absorbing layer is disposed close to the damping composite layer, and the sound-insulating composite layer is located on the side of the sound-absorbing layer away from the damping composite layer.

[0008] As a further improvement of this utility model, the door core includes a first sound insulation composite layer, a second sound insulation composite layer, a first sound absorption layer, and a second sound absorption layer. The first sound insulation composite layer and the second sound insulation composite layer are respectively located on both sides of the thickness direction of the damping composite layer, and the first sound absorption layer and the second sound absorption layer are respectively located on both sides of the thickness direction of the damping composite layer.

[0009] As a further improvement of this utility model, the total thickness of the damping composite layer, the first sound-absorbing layer and the second sound-absorbing layer is at least 75% of the thickness of the door core.

[0010] As a further improvement of this utility model, the thickness of the first sound-absorbing layer is equal to the thickness of the second sound-absorbing layer.

[0011] As a further improvement of this utility model, the thickness of the first sound insulation composite layer is equal to the thickness of the second sound insulation composite layer.

[0012] As a further improvement of this utility model, the sound insulation composite layer includes a sound insulation layer and a second metal layer arranged along the thickness direction of the shell.

[0013] As a further improvement of this utility model, the second metal layer is disposed close to the sound-absorbing layer, and the sound-insulating layer is located on the side of the second metal layer away from the sound-absorbing layer.

[0014] As a further improvement of this utility model, the sound insulation composite layer, the sound absorption layer, and the damping composite layer are bonded together.

[0015] Beneficial effects:

[0016] The door panel provided in this embodiment includes a sound-insulating composite layer, a sound-absorbing layer, and a damping composite layer. The sound-insulating composite layer can isolate noise and is suitable for handling high-frequency noise, while the sound-absorbing layer can absorb noise and is suitable for handling low-frequency noise. Furthermore, the damping composite layer can convert the energy of sound wave vibrations into heat energy, thereby efficiently dissipating noise energy and exhibiting excellent handling capabilities for low-frequency noise. Therefore, the door panel can effectively block and absorb noise of different frequency bands, ensuring a good riding experience for passengers inside the carriage. Attached Figure Description

[0017] Figure 1 A cross-sectional view of a door for a rail vehicle provided according to an embodiment of the present invention;

[0018] Figure 2 for Figure 1 Cross-sectional view of the sound insulation composite layer;

[0019] Figure 3 for Figure 1 Cross-sectional view of the medium-damping composite layer.

[0020] In the picture:

[0021] 100. Door leaf;

[0022] 10. Shell;

[0023] 20. Door core;

[0024] 30. Sound insulation composite layer; 30a. First sound insulation composite layer; 30b. Second sound insulation composite layer; 31. Sound insulation layer; 32. Metal layer;

[0025] 40. Sound-absorbing layer; 40a. First sound-absorbing layer; 40b. Second sound-absorbing layer;

[0026] 50. Damping composite layer; 51. Damping layer; 52. Constraint layer. Detailed Implementation

[0027] The present invention will now be described in detail with reference to the embodiments shown in the accompanying drawings. However, these embodiments do not limit the present invention, and any modifications to the mechanism, method, or function made by those skilled in the art based on these embodiments are included within the protection scope of the present invention.

[0028] The terms used herein, such as "up," "down," "left," "right," "front," and "back," indicating spatial relative position, are for illustrative purposes to describe the relationship of one feature relative to another, as shown in the accompanying drawings. It is understood that, depending on the product's placement, these terms may be intended to include different orientations besides those shown in the figures, and should not be construed as limiting the claims. Furthermore, the descriptive term "horizontal" used herein is not entirely equivalent to being perpendicular to the direction of gravity, and allows for a certain angle of inclination.

[0029] like Figure 1-3 As shown, one embodiment of this utility model provides a door 100, which is used on rail vehicles to enable the opening and closing of rail vehicle carriages, thereby ensuring the safe entry and exit of passengers or goods. The door 100 can be adapted to various types of rail transit vehicles, such as subway trains, high-speed trains, intercity trains, and trams.

[0030] The door leaf 100 includes a housing 10, which is made of metal to provide structural strength. The housing 10 is hollow, and to enhance noise reduction, a door core 20 for noise reduction is also provided inside. The housing 10 encloses the door core 20, preventing it from moving freely within the housing 10. The housing 10 includes two door panels located on either side of the door core 20 and a frame connecting the two door panels. The door panels serve both decorative and protective purposes for the door leaf 100.

[0031] The door core 20 includes a sound-insulating composite layer 30, a sound-absorbing layer 40, and a damping composite layer 50 arranged along the thickness direction of the housing 10. The damping composite layer 50 includes a damping layer 51 and a restraining layer 52 connected to at least one side of the damping layer 51 in the thickness direction. The sound-insulating composite layer 30 is made of a high-density material, which can effectively block noise. The sound-absorbing layer 40 is made of a porous material, which can effectively absorb noise.

[0032] The damping composite layer 50 includes a damping layer 51 and a constraint layer 52, forming a constrained damping layer structure. During vibration, the damping layer 51 and constraint layer 52 undergo relative displacement, forcing the damping layer 51 material to undergo shear deformation, thereby converting vibrational energy into heat energy. When noise passes through the damping composite layer 50, the damping composite layer 50 can convert the energy of the sound wave vibration into heat energy, thus efficiently dissipating the noise energy. The constrained damping layer 51 has excellent noise handling capabilities in the low-frequency range.

[0033] In this embodiment, the door leaf 100 includes a door core 20 comprising a sound-insulating composite layer 30, a sound-absorbing layer 40, and a damping composite layer 50. The sound-insulating composite layer 30 isolates noise and is suitable for handling high-frequency noise, while the sound-absorbing layer 40 absorbs noise and is suitable for handling low-frequency noise. Furthermore, the damping composite layer 50 converts the energy of sound wave vibrations into heat energy, thereby efficiently dissipating noise energy and exhibiting excellent noise reduction capabilities for low-frequency noise. Therefore, the door leaf 100 effectively blocks and absorbs noise of different frequency bands, ensuring a good riding experience for passengers inside the carriage. The door leaf 100 provided in this embodiment effectively blocks noise transmission, achieving a sound insulation effect of over 40 decibels.

[0034] In this embodiment, the constraint layer 52 is made of a metallic material. Metallic materials have high stiffness and good structural strength, which can sufficiently constrain the damping layer 51, causing it to undergo more significant shear deformation under vibration loads, thereby significantly improving the noise energy dissipation capability of the damping composite layer 50.

[0035] In other embodiments of this utility model, the constraint layer 52 may also be made of other non-metallic materials with a certain rigidity.

[0036] In this embodiment, the constraint layer 52 is only provided on one side of the damping layer 51 in the thickness direction. In other embodiments of this utility model, to enhance the constraint effect, constraint layers 52 can be provided on both sides of the damping layer 51 in the thickness direction.

[0037] The sound-absorbing layer 40 is positioned close to the damping composite layer 50, while the sound-insulating composite layer 30 is located on the side of the sound-absorbing layer 40 away from the damping composite layer 50. When the door leaf 100 is installed on the rail vehicle, the outermost layer of the door core 20 (i.e., the side of the door core 20 furthest from the interior space of the car) is the sound-insulating composite layer 30, followed by the sound-absorbing layer 40 and the damping composite layer 50 in sequence. Noise from outside the car must pass through the sound-insulating composite layer 30, the sound-absorbing layer 40, and the damping composite layer 50 in sequence before entering the car interior. In other words, noise from outside the car is first blocked by the sound-insulating composite layer 30, then absorbed by the sound-absorbing layer 40, and finally the energy of the sound wave vibration is converted into heat energy by the damping composite layer 50 to further reduce the noise. With this arrangement, the layers of the door core 20 form a synergistic noise reduction mechanism, and the door leaf 100 can effectively suppress the transmission of noise from outside the rail vehicle into the car interior.

[0038] Furthermore, in this embodiment, both the sound insulation composite layer 30 and the sound absorption layer 40 are provided in twos, that is, the door core 20 includes a first sound insulation composite layer 30a, a second sound insulation composite layer 30b, a first sound absorption layer 40a, and a second sound absorption layer 40b. The first sound insulation composite layer 30a and the second sound insulation composite layer 30b are respectively located on both sides of the thickness direction of the damping composite layer 50, and the first sound absorption layer 40a and the second sound absorption layer 40b are respectively located on both sides of the thickness direction of the damping composite layer 50.

[0039] With the above configuration, the door leaf 100 can form a double sound barrier and achieve better sound absorption. The first sound insulation composite layer 30a and the second sound insulation composite layer 30b are located on both sides of the damping composite layer 50, and the first sound absorption layer 40a and the second sound absorption layer 40b are located on both sides of the damping composite layer 50, so that the door core 20 forms a symmetrical structure and the door leaf 100 can isolate and absorb noise from multiple aspects.

[0040] It is conceivable that in other embodiments of this utility model, the positions of the sound-absorbing layer 40 and the sound-insulating composite layer 30 can be interchanged, that is, the sound-insulating composite layer 30 is set close to the damping composite layer 50, while the sound-absorbing layer 40 is located on the side of the sound-insulating composite layer 30 away from the damping composite layer 50.

[0041] In this embodiment, the total thickness of the damping composite layer 50, the first sound-absorbing layer 40a, and the second sound-absorbing layer 40b accounts for at least 75% of the thickness of the door core 20. By dedicating a large portion of the door core 20's thickness to the sound-absorbing layer 40 and the damping composite layer 50, the door leaf 100 can efficiently attenuate noise energy while making reasonable use of its internal space. Specifically, the thicker sound-absorbing layer 40 provides a larger pore volume, causing sound waves to undergo multiple reflections, scattering, and friction during penetration, thus significantly weakening their energy. Furthermore, the damping composite layer 50 can convert the mechanical vibration energy of the sound waves into heat energy, further suppressing noise propagation.

[0042] In this embodiment, the thickness of the first sound-absorbing layer 40a is equal to the thickness of the second sound-absorbing layer 40b. Thus, the first sound-absorbing layer 40a and the second sound-absorbing layer 40b are symmetrically distributed on both sides of the damping composite layer 50, resulting in a more reasonable overall arrangement of the door core 20 and a stable structure. During the manufacturing of the door core 20, two sound-absorbing layers 40 of the same thickness can be prepared and respectively positioned on both sides of the damping composite layer 50 to form the first sound-absorbing layer 40a and the second sound-absorbing layer 40b, which facilitates the manufacturing of the door core 20.

[0043] In this embodiment, the thickness of the first sound insulation composite layer 30a is equal to the thickness of the second sound insulation composite layer 30b. Thus, the first sound insulation composite layer 30a and the second sound insulation composite layer 30b are symmetrically distributed on both sides of the damping composite layer 50, resulting in a more reasonable overall arrangement of the door core 20 and a stable structure. During the manufacturing of the door core 20, two sound insulation composite layers 30 with identical compositions are prepared and respectively positioned on the opposite sides of the first sound absorption layer 40a and the second sound absorption layer 40b, thus forming the first sound insulation composite layer 30a and the second sound insulation composite layer 30b. This facilitates the manufacturing of the door core 20.

[0044] The sound insulation composite layer 30 includes a sound insulation layer 31 and a metal layer 32 arranged along the thickness direction of the shell 10. The sound insulation composite layer 30 combines high-density sound insulation layer 31 material with metal layer 32 material. The sound insulation layer 31 effectively blocks sound waves, while the metal layer 32 provides support for the sound insulation layer 31 and also has a certain sound insulation effect.

[0045] In this embodiment, the metal layer 32 is disposed close to the sound-absorbing layer 40, and the sound-insulating layer 31 is located on the side of the metal layer 32 away from the sound-absorbing layer 40. With the above arrangement, the metal layer 32 is located between the sound-insulating layer 31 and the sound-absorbing layer 40, and the metal layer 32 provides support for both the sound-insulating layer 31 and the sound-absorbing layer 40.

[0046] In this embodiment, the sound insulation composite layer 30, the sound absorption layer 40, and the damping composite layer 50 are fixed together by adhesive bonding so that their relative positions can be kept fixed.

[0047] The sound insulation composite layer 30, the sound insulation layer 31, and the damping composite layer 50 are bonded together with an adhesive. Specifically, the first sound-absorbing layer 40a is bonded to the damping composite layer 50 with an adhesive, the first sound insulation composite layer 30a is bonded to the first sound-absorbing layer 40a with an adhesive, the second sound-absorbing layer 40b is bonded to the damping composite layer 50 with an adhesive, and the second sound insulation composite layer 30b is bonded to the second sound-absorbing layer 40b with an adhesive.

[0048] As is conceivable, in the sound insulation composite layer 30, the sound insulation layer 31 and the metal layer 32 are also bonded together with an adhesive. In the damping composite layer 50, the damping layer 51 and the restraint layer 52 are also bonded together with an adhesive.

[0049] A rigid adhesive can be used to bond all the layers of the door core 20 together to form a whole, preventing the layers from separating and ensuring the sound insulation effect of the door core 20.

[0050] In this embodiment, the sound insulation layer 31 is specifically a sound insulation felt. The sound insulation felt has high density and good flexibility, effectively blocking noise transmission. The sound absorption layer 40 is specifically sound-absorbing cotton, which has a dense, porous structure and excellent sound absorption performance.

[0051] It should be understood that although this specification describes embodiments, not every embodiment contains only one independent technical solution. This way of describing the specification is only for clarity. Those skilled in the art should regard the specification as a whole. The technical solutions in each embodiment can also be appropriately combined to form other embodiments that can be understood by those skilled in the art.

[0052] The above embodiments are only used to illustrate the technical solutions of this application and are not intended to limit it. Although this application has been described in detail with reference to preferred embodiments, those skilled in the art should understand that modifications or equivalent substitutions can be made to the technical solutions of this application without departing from the spirit and scope of the technical solutions of this application.

Claims

1. A door leaf for rail vehicles, comprising a housing and a door core for noise reduction located within the housing, characterized in that, The door core includes a sound insulation composite layer, a sound absorption layer, and a damping composite layer arranged along the thickness direction of the shell. The damping composite layer includes a damping layer and a constraint layer connected to at least one side of the damping layer in the thickness direction.

2. The door leaf for rail vehicles according to claim 1, characterized in that, The constraint layer is made of metal.

3. The door leaf for rail vehicles according to claim 1, characterized in that, The sound-absorbing layer is disposed close to the damping composite layer, and the sound-insulating composite layer is located on the side of the sound-absorbing layer that is away from the damping composite layer.

4. The door for rail vehicles according to any one of claims 1-3, characterized in that, The door core includes a first sound insulation composite layer, a second sound insulation composite layer, a first sound absorption layer, and a second sound absorption layer. The first sound insulation composite layer and the second sound insulation composite layer are located on both sides of the thickness direction of the damping composite layer, and the first sound absorption layer and the second sound absorption layer are located on both sides of the thickness direction of the damping composite layer.

5. The door for rail vehicles according to claim 4, characterized in that, The total thickness of the damping composite layer, the first sound-absorbing layer, and the second sound-absorbing layer is at least 75% of the thickness of the door core.

6. The door for rail vehicles according to claim 4, characterized in that, The thickness of the first sound-absorbing layer is equal to the thickness of the second sound-absorbing layer.

7. The door for rail vehicles according to claim 4, characterized in that, The thickness of the first sound insulation composite layer is equal to the thickness of the second sound insulation composite layer.

8. The door for rail vehicles according to claim 3, characterized in that, The sound insulation composite layer includes a sound insulation layer and a metal layer arranged along the thickness direction of the shell.

9. The door for rail vehicles according to claim 8, characterized in that, The metal layer is disposed close to the sound-absorbing layer, and the sound-insulating layer is located on the side of the metal layer away from the sound-absorbing layer.

10. The door for rail vehicles according to claim 1, characterized in that, The sound insulation composite layer, the sound absorption layer, and the damping composite layer are bonded together.

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