Research on environmental impact assessment of urban rail transit track roughness on vibration source intensity
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摘要:
为研究城市轨道交通不平顺程度的振动环境影响，通过车辆-轨道空间耦合动力学模型和轨道-隧道-土体三维有限元-无限元耦合模型进行仿真，并用振动源强实测数据验证列车运行速度为100~120 km/h、不同轨道不平顺谱条件下的速度修正系数。结果表明：当轨道条件恶劣时，振动环境影响速度修正系数建议值为36.2；当轨道条件一般时，振动环境影响速度修正系数建议值为31.0；当轨道条件较好时，振动环境影响速度修正系数建议值为23.3。
Abstract:In order to study the vibration environmental impact of the unevenness of urban rail transit, by applying the vehicle-track space coupling dynamics model and the track-tunnel-soil three-dimensional finite element-infinite element coupling model, and verified with the measured data of vibration source intensity, the speed correction coefficients under the train speed of 100-120 km/h and different track irregularity spectrum conditions was obtained. When the track conditions were severe, the recommended value of correction coefficient of vibration environment influence speed was 36.2; when the track conditions were normal, the recommended value of correction coefficient of vibration environment influence speed was 31.0; when the track conditions were good, the recommended value of correction coefficient of vibration environment influence speed was 23.3. This research could provide a reference and basis for the evaluation of urban rail transit vibration environmental impact and vibration reduction design.
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图 1 车辆-轨道耦合动力学模型示意
Figure 1. Schematic diagram of vehicle-track coupled dynamics model
图 2 有限元-无限元三维仿真模型
Figure 2. Finite element-infinite element three-dimensional simulation model
图 3 断面1不同运行速度列车引起基底和隧道壁振动加速度1/3倍频程谱均值
Figure 3. Mean value of 1/3 octave frequency spectrum of vibration acceleration of base and tunnel wall caused by trains with different operating speeds in section 1
图 4 断面2不同运行速度列车引起基底和隧道壁振动加速度1/3倍频程谱均值
Figure 4. Mean value of 1/3 octave frequency spectrum of vibration acceleration of base and tunnel wall caused by trains with different operating speeds in section 2
图 5 振动实测与有限元-无限元三维模型仿真源强时域预测结果
Figure 5. Measured vibration and simulated source intensity time domain prediction results of finite element-infinite element three-dimensional model
图 6 测试断面1隧道壁和基底振动加速度1/3倍频程谱对比
Figure 6. Comparison of 1/3 octave frequency spectrum of vibration acceleration of the tunnel wall and the base of the test section 1
图 7 隧道壁上的振动加速度信号时域和1/3倍频程谱结果对比
Figure 7. Comparison of vibration acceleration signal in time domain and 1/3 octave spectrum on tunnel wall
图 8 隧道壁振动源强1/3倍频程谱（美国五级谱+铁科院短波谱）
Figure 8. 1/3 octave frequency spectrum of vibration source intensity of tunnel wall (U.S. fifth-order spectrum + short-wave spectrum of Academy of Iron Sciences)
图 9 隧道壁振动源强1/3倍频程谱（美国五级谱+ISO粗糙度谱）
Figure 9. 1/3 octave frequency spectrum of tunnel wall vibration source intensity (U.S. fifth-order spectrum + ISO roughness spectrum)
图 10 隧道壁振动源强1/3倍频程谱（美国五级谱）
Figure 10. 1/3 octave frequency spectrum of tunnel wall vibration source intensity (U.S. fifth-order spectrum)
表 1 不同轨道不平顺激励条件下速度与最大Z振级
Table 1. Velocity and maximum Z vibration level under different orbital irregularity excitation conditions
dB 项目 列车运行速度/（km/h） 80 90 100 110 120 美国五级谱+铁科院短波不平顺谱 75.39 75.93 76.10 77.52 79.00 美国五级谱+ISO粗糙度谱 70.06 71.04 71.65 73.02 73.21 美国五级谱 64.07 64.93 65.84 66.75 67.68 
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表 2 以不同速度为基准的速度修正系数
Table 2. Speed correction coefficients based on different speeds
v/（km/h） v0/
（km/h）CV 美国五级谱+
铁科院短波
不平顺谱美国五级
谱+ISO
粗糙度谱美国
五级谱HJ 453—
201890 80 16.81 16.41 11.80 20 100 80 19.16 18.26 17.33 20 110 100 34.31 27.10 21.98 20 120 100 36.16 30.70 23.26 20
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