A method for determining the attenuation law of environmental vibration caused by subway vehicles

Abstract

The present invention discloses a method for determining a subway vehicle-induced environmental vibration attenuation law, belonging to the technical field of subway operation safety. The method comprises the following steps: conducting several subway train tunnel passage tests to obtain a subway train tunnel passage data set; establishing a track-tunnel-earth finite element model; loading the track-tunnel-earth finite element model with train excitation data at different speeds based on the subway train tunnel passage data set, calculating the vibration response, and obtaining several sets of environmental vibration attenuation data; analyzing and processing each set of vibration attenuation data to obtain a subway vehicle-induced environmental vibration attenuation law, thereby completing the determination of the subway vehicle-induced environmental vibration attenuation law. The method solves the problem of inaccurate determination of the subway vehicle-induced vibration attenuation law in the prior art, and provides a more reliable method for determining the vibration attenuation law for the subway operation environment and the safety of the superstructure.

Description

Technical Field

[0001] The present invention belongs to the technical field of subway operation safety, and in particular relates to a method for determining an attenuation law of environmental vibration caused by a subway vehicle. Background Art

[0002] From the birth of urban rail transit to the current rise of subways as mainstream urban rail transit, and from the introduction of the concept of vehicle-induced vibration to current research using various large-scale finite element software, it has been found that urban rail transit vibration is primarily generated by the interaction between the wheels and rails of running trains. This is transmitted through the structure to the surrounding strata, then propagated through the soil to the ground and buildings, causing environmental vibration and secondary structure-borne noise. For underground tracks, the main influencing factors include train speed, vehicle weight, tunnel foundation and lining structure type, track type, and vibration reduction measures. Furthermore, the dynamic interaction between trains and tracks can amplify vibration. The impact range of subway vibration is largely determined by train speed and tunnel depth. Higher train speeds increase the vibration impact, while deeper tunnels reduce the impact range.

[0003] Based on the finite element method, in the railway environmental vibration simulation research, three-dimensional irregularities, short-wave irregularities, measured irregularities, wheel irregularities, wheel flats, weld irregularities, wheel harmonics, wheel polygonization and other composite irregularities can be fully considered, providing important simulation conditions for further research on railway three-dimensional environmental vibration.

[0004] Based on existing technologies, it is difficult to determine the attenuation law of vehicle-induced vibration in subway environments. This is mainly reflected in the fact that most studies on vehicle-induced vibration in subway environments are based on vehicle speed as a variable. The research on the attenuation law of vehicle-induced vibration is more about studying the impact of vehicle-induced vibration on superstructures, and there are no general results. Summary of the Invention

[0005] In response to the above-mentioned deficiencies in the prior art, the present invention provides a method for determining the attenuation law of vehicle-induced vibration in the subway environment, and provides a method for a track-tunnel-ground coupling numerical model. This method solves the problem of inaccurate determination of the attenuation law of vehicle-induced vibration in the subway environment by the prior art, and provides a more reliable method for determining the vibration attenuation law for the safety of the subway operating environment and superstructures.

[0006] In order to achieve the above-mentioned object of the invention, the technical solution adopted by the present invention is:

[0007] The present invention provides a method for determining the attenuation law of environmental vibration caused by a subway car, comprising the following steps:

[0008] S1. Conduct several subway train tunnel tests to obtain a subway train tunnel dataset.

[0009] S2. Establishing a track-tunnel-ground finite element model;

[0010] S3. Load train excitation data at different speeds into the track-tunnel-ground finite element model based on the subway train tunnel data set, calculate the vibration response, and obtain several sets of environmental vibration attenuation data;

[0011] S4. Analyze and process each set of environmental vibration attenuation data to obtain the subway vehicle-induced environmental vibration attenuation law, thereby completing the determination of the subway vehicle-induced environmental vibration attenuation law.

[0012] The beneficial effects of the present invention are as follows: the present invention provides a method for determining the attenuation law of vehicle-induced environmental vibration in a subway, which obtains a data set of data related to the stress in the tunnel and the track vibration caused by the subway train passing through the tunnel at different speeds through a subway train test; by establishing a track-tunnel-earth finite element model, the train excitation force at different speeds is loaded onto the model, and the vibration responses of the track plate, tunnel wall, and ground at different distances from the center line of the line on the model are calculated, and each set of vibration attenuation data is analyzed and processed to obtain the attenuation law of vehicle-induced vibration in the subway environment.

[0013] Furthermore, in step S1, the subway train undergoes a tunnel test and a plurality of four-point measurement groups are provided in the tunnel;

[0014] The first and second measuring points of the four-point measurement group are oppositely arranged at the two ends of the inner wall of the tunnel in the horizontal diameter direction, and the third and fourth measuring points are oppositely arranged at corresponding positions at the two ends of the rail at the bottom of the tunnel.

[0015] The beneficial effect of adopting the above further solution is: through accurate measurement of several groups of four-point measurement groups, the vibration response data caused by the subway train passing through the tunnel and the stress on the tunnel wall and the track are obtained.

[0016] Furthermore, the subway train tunnel data set in step S1 includes the subway train horizontal stress on the rail, vertical stress on the rail, vibration acceleration peak, vibration acceleration level and effective vibration frequency signal y'(t) measured at several groups of four-point measurement groups.

[0017] The beneficial effects of adopting the above-mentioned further scheme are as follows: the horizontal force and vertical force exerted by the subway train on the rail can be used to be applied to the track-tunnel-ground finite element model, thereby obtaining environmental vibration attenuation data; the vibration acceleration peak value and vibration acceleration level can be compared with the results of the subway tunnel simulation experiment conducted on the track-tunnel-ground finite element model, so that the model inversion subway train vibration data is valid; the effective vibration frequency signal y`(t) reduces the leakage of time domain signal truncation.

[0018] Furthermore, the step S1 includes the following steps:

[0019] S11. Conduct several subway train tunnel passage tests using a subway train at speeds of 60 km / h, 80 km / h, 100 km / h, 120 km / h, 140 km / h, and 160 km / h, respectively;

[0020] S12. Conduct a subway train tunnel test to obtain horizontal stress on the rail, vertical stress on the rail, vibration acceleration peak value, vibration acceleration level, and vibration frequency signal y(t) corresponding to the subway train at various speeds;

[0021] S13. Reduce the leakage of the truncated vibration frequency signal y(t) through a Haining window to obtain an effective vibration frequency signal y'(t).

[0022] The beneficial effect of adopting the above further scheme is: through several subway train tunnel tests, the vibration response data of the subway train passing through the tunnel at speeds of 60km / h, 80km / h, 100km / h, 120km / h, 140km / h and 160km / h are obtained respectively, and the leakage of the vibration frequency signal is cut off through the Haining window to obtain the effective vibration frequency signal.

[0023] Furthermore, the calculation expression of the Hening window w(t) in step S13 is as follows:

[0024]

[0025] Wherein, w(t) represents the Hening window, T represents the period of the vibration frequency signal, and t represents time.

[0026] The beneficial effect of adopting the above further solution is: providing a Haining window calculation method, by setting the Haining window to cut off the leakage of the vibration frequency signal, and obtaining an effective vibration frequency signal.

[0027] Furthermore, step S2 includes the following steps:

[0028] S21. Define unit type: specify units in the structural unit library according to the track, tunnel, and earth in the model, and create corresponding unit types to obtain the track unit type, tunnel unit type, and earth unit type;

[0029] S22. Define unit real constants: Set unit real constants according to the defined unit types, and obtain the track unit type, tunnel unit type, and earth unit type with the set unit real constants;

[0030] S23. Define material properties: For the track element type, tunnel element type, and earth element type for which the element real constants are set, their material properties are set accordingly according to their mechanical behavior characteristics, thereby obtaining the track element, tunnel element, and earth element for which the material properties are set;

[0031] S24. Create nodes: For track units, tunnel units, and ground units with set material properties, create nodes based on the distances between the track slab, tunnel wall, and ground buildings and the track centerline.

[0032] S25. Set unit properties: define unit real constants for the shell thickness, beam height, moment of inertia, and cross-sectional area of rods and beams of the track unit, tunnel unit, and earth unit respectively;

[0033] S26. Modify the network model: control the unit density of the track unit, tunnel unit and earth unit, and control the grid density of the nodes, lines, surfaces and body objects of the track unit, tunnel unit and earth unit to complete the establishment of the track-tunnel-earth finite element model.

[0034] The beneficial effects of adopting the above further solution are: constructing a track-tunnel-earth finite element model to realize the inversion of vibration effects at nodes of the track plate, tunnel wall, and buildings on the ground at different distances from the track centerline, and obtaining several sets of environmental vibration attenuation data.

[0035] Furthermore, step S3 includes the following steps:

[0036] S31. Input the horizontal force and vertical force exerted by the subway train on the rail at speeds of 60 km / h, 80 km / h, 100 km / h, 120 km / h, 140 km / h, and 160 km / h to the corresponding nodes of the track unit based on the subway train tunnel data set. Calculate the vibration response and obtain the environmental vibration data at each node of the track unit, tunnel unit, and ground unit at the corresponding speeds.

[0037] S32. Divide the environmental vibration data of each node of the track unit, tunnel unit and ground unit at speeds of 60 km / h, 80 km / h, 100 km / h, 120 km / h, 140 km / h and 160 km / h according to vibration time, and obtain several groups of environmental vibration attenuation data.

[0038] The beneficial effects of adopting the above further scheme are as follows: by inputting the horizontal force data and vertical force data obtained by the subway train through the tunnel test into the track unit in the track-tunnel-earth finite element model, the environmental vibration data of each node of the track unit, tunnel unit and earth unit at different speeds are obtained by inversion; the environmental vibration data of each node of the track unit, tunnel unit and earth unit at different speeds are divided according to time, and the environmental vibration attenuation data that changes with the vibration time is obtained.

[0039] Furthermore, the environmental vibration data at each node in step S31 includes vibration frequency, peak value and phase in the vertical direction, horizontal direction and longitudinal direction.

[0040] The beneficial effect of adopting the above further solution is that the influence of environmental vibration caused by subway trains can be fully reflected through the vibration frequency, vibration acceleration and vibration peak value in the vertical direction, horizontal direction and longitudinal direction.

[0041] Furthermore, the expressions for the horizontal stress and the vertical stress of the rail in step S31 are as follows:

[0042]

[0043] Among them, m represents the mth node, represents the jth horizontal stress or vertical stress of the rail at the mth node, a0 represents a constant, a i represents the i-th regression coefficient, represents the horizontal stress or vertical stress on the rail when the subway train passes through the mth node in the tunnel dataset, φ jm represents the random error of the mth node, and n represents the total number of regression coefficients.

[0044] The beneficial effects of adopting the above further scheme are: providing a calculation method for the horizontal stress and the vertical stress of the rail, which can convert the stress on the tunnel wall and the track obtained by the subway train through the tunnel test into the excitation force of the input track-tunnel-earth finite element model while taking into account random errors, thereby ensuring the accuracy of the model inversion of the subway train passing through the tunnel.

[0045] Furthermore, step S4 includes the following steps:

[0046] S41. Obtain environmental vibration attenuation data at various nodes of the track slab, tunnel wall, and above-ground buildings at different distances from the track centerline based on the plurality of sets of environmental vibration attenuation data, thereby obtaining subway environment vehicle-induced vibration attenuation data.

[0047] S42. Based on the subway environment vehicle-induced vibration attenuation data, obtain the subway environment vehicle-induced vibration attenuation law, and complete the determination of the subway environment vehicle-induced vibration attenuation law.

[0048] The beneficial effect of adopting the above further solution is that by analyzing the environmental vibration attenuation data at each node of the track plate, tunnel wall and buildings on the ground at different distances from the track centerline, it is possible to effectively characterize the attenuation law of the environmental vibration caused by the subway train. BRIEF DESCRIPTION OF THE DRAWINGS

[0049] Figure 1 4 is a flowchart of the steps of the method for determining the attenuation law of environmental vibration caused by subway vehicles in an embodiment of the present invention.

[0050] Figure 2 Schematic diagram of a four-point measurement group in an embodiment of the present invention.

[0051] Figure 3 Schematic diagram of the entrance of the tunnel unit model of the track-tunnel-earth finite element model in an embodiment of the present invention.

[0052] Figure 4 Schematic cross-sectional view of the tunnel unit network model of the track-tunnel-earth finite element model in the embodiment of the present invention.

[0053] Figure 5 Schematic diagram of the track-tunnel-ground finite element model in an embodiment of the present invention.

[0054] Figure 6 Schematic diagram of inversion of a subway train passing through a track-tunnel-earth finite element model in an embodiment of the present invention. DETAILED DESCRIPTION

[0055] The specific embodiments of the present invention are described below to facilitate understanding of the present invention by those skilled in the art. However, it should be clear that the present invention is not limited to the scope of the specific embodiments. For those skilled in the art, as long as various changes are within the spirit and scope of the present invention as defined and determined by the appended claims, these changes are obvious, and all inventions and creations utilizing the concepts of the present invention are protected.

[0056] like Figure 1 As shown, in one embodiment of the present invention, the present invention provides a method for determining the attenuation law of environmental vibration caused by a subway vehicle, comprising the following steps:

[0057] S1. Conduct several subway train tunnel tests to obtain a subway train tunnel dataset.

[0058] In step S1, a subway train undergoes a tunnel test and a plurality of four-point measurement groups are provided in the tunnel;

[0059] like Figure 2 As shown, the first and second measuring points of the four-point measurement group are oppositely arranged at the two ends of the inner wall of the tunnel in the horizontal diameter direction, and the third and fourth measuring points are oppositely arranged at the corresponding positions at the two ends of the rail at the bottom of the tunnel;

[0060] Through accurate measurements of several four-point measurement groups, the vibration response data and stress effects on the tunnel walls and tracks caused by subway trains passing through the tunnel are obtained;

[0061] The subway train tunnel data set in step S1 includes the subway train horizontal stress on the rail, the vertical stress on the rail, the vibration acceleration peak value, the vibration acceleration level and the effective vibration frequency signal y'(t) measured at several groups of four-point measurement groups;

[0062] The expression of the vibration frequency signal y(t) is as follows:

[0063]

[0064] Among them, A k Indicates the first amplitude, B k represents the second amplitude, N represents the number of sampling points, w represents the sampling frequency, and k represents a constant;

[0065] The horizontal and vertical stresses exerted by the subway train on the rails can be applied to a track-tunnel-ground finite element model to obtain environmental vibration attenuation data. The vibration acceleration peak and vibration acceleration level can be compared with the results of a subway tunnel simulation experiment conducted on the track-tunnel-ground finite element model to validate the subway train vibration data inverted by the model. The effective vibration frequency signal y'(t) reduces leakage caused by time domain signal truncation.

[0066] The step S1 includes the following steps:

[0067] S11. Conduct several subway train tunnel passage tests using a subway train at speeds of 60 km / h, 80 km / h, 100 km / h, 120 km / h, 140 km / h, and 160 km / h, respectively;

[0068] S12. Conduct a subway train tunnel test to obtain horizontal stress on the rail, vertical stress on the rail, vibration acceleration peak value, vibration acceleration level, and vibration frequency signal y(t) corresponding to the subway train at various speeds;

[0069] S13. Using a Haining window to reduce the leakage of the truncated vibration frequency signal y(t) to obtain an effective vibration frequency signal y'(t);

[0070] The calculation expression of the Haining window w(t) in step S13 is as follows:

[0071]

[0072] Where w(t) represents the Hening window, T represents the period of the vibration frequency signal, and t represents time;

[0073] Through several subway train tunnel tests, the vibration response data of the subway train passing through the tunnel at speeds of 60km / h, 80km / h, 100km / h, 120km / h, 140km / h and 160km / h were obtained respectively. The leakage of the vibration frequency signal was cut off through the Haining window to obtain the effective vibration frequency signal.

[0074] S2. Establishing a track-tunnel-ground finite element model;

[0075] The step S2 comprises the following steps:

[0076] S21. Define unit type: specify units in the structural unit library according to the track, tunnel, and earth in the model, and create corresponding unit types to obtain the track unit type, tunnel unit type, and earth unit type;

[0077] S22. Define unit real constants: Set unit real constants according to the defined unit types, and obtain the track unit type, tunnel unit type, and earth unit type with the set unit real constants;

[0078] S23. Define material properties: For the track element type, tunnel element type, and earth element type for which the element real constants are set, their material properties are set accordingly according to their mechanical behavior characteristics, thereby obtaining the track element, tunnel element, and earth element for which the material properties are set;

[0079] like Figure 3 and Figure 4 As shown, the entrance schematic and cross-sectional views of the tunnel unit network model with different object mesh densities are shown;

[0080] S24. Create nodes: For track units, tunnel units, and ground units with set material properties, create nodes based on the distances between the track slab, tunnel wall, and ground buildings and the track centerline.

[0081] S25. Set unit properties: define unit real constants for the shell thickness, beam height, moment of inertia, and cross-sectional area of rods and beams of the track unit, tunnel unit, and earth unit respectively;

[0082] S26. Modify the network model: control the unit density of the track unit, tunnel unit and earth unit, and control the grid density of the nodes, lines, surfaces and body objects of the track unit, tunnel unit and earth unit to complete the establishment of the track-tunnel-earth finite element model, such as Figure 5 As shown;

[0083] Construct a track-tunnel-ground finite element model to invert the vibration effects of the track slab, tunnel wall, and ground buildings at different distances from the track centerline, and obtain several sets of environmental vibration attenuation data;

[0084] S3. Load train excitation data at different speeds into the track-tunnel-ground finite element model based on the subway train tunnel data set, calculate the vibration response, and obtain several sets of environmental vibration attenuation data;

[0085] The step S3 comprises the following steps:

[0086] S31. Input the horizontal force and vertical force exerted by the subway train on the rail at speeds of 60 km / h, 80 km / h, 100 km / h, 120 km / h, 140 km / h, and 160 km / h to the corresponding nodes of the track unit based on the subway train tunnel data set. Calculate the vibration response and obtain the environmental vibration data at each node of the track unit, tunnel unit, and ground unit at the corresponding speeds.

[0087] like Figure 6 As shown in the figure, the horizontal force and vertical force on the rail caused by the subway train at speeds of 60km / h, 80km / h, 100km / h, 120km / h, 140km / h and 160km / h are input to each node of the tunnel unit respectively, that is, the vibration response of the track-tunnel-earth finite element model caused by the subway train passing through the tunnel is inverted;

[0088] The environmental vibration data at each node in step S31 includes the vibration frequency, peak value and phase in the vertical, horizontal and longitudinal directions; the vibration frequency, vibration acceleration and vibration peak value in the vertical, horizontal and longitudinal directions can fully reflect the impact of the environmental vibration caused by the subway train;

[0089] The expressions for the horizontal stress and the vertical stress of the rail in step S31 are as follows:

[0090]

[0091] Among them, m represents the mth node, represents the jth horizontal stress or vertical stress of the rail at the mth node, a0 represents a constant, a i represents the i-th regression coefficient, represents the horizontal stress or vertical stress on the rail when the subway train passes through the mth node in the tunnel dataset, φ jm represents the random error of the mth node, and n represents the total number of regression coefficients;

[0092] The system provides calculation methods for horizontal and vertical rail stresses. This allows for converting the stresses on the tunnel wall and track measured during subway train tunnel tests into stresses input into the track-tunnel-earth finite element model, taking random errors into account. This ensures the accuracy of the model inversion for subway trains passing through tunnels.

[0093] S32. Divide the environmental vibration data of each node of the track unit, the tunnel unit, and the ground unit at speeds of 60 km / h, 80 km / h, 100 km / h, 120 km / h, 140 km / h, and 160 km / h according to vibration time, and obtain several sets of environmental vibration attenuation test data;

[0094] By inputting the horizontal and vertical stress data of subway trains obtained through tunnel tests into the track unit in the track-tunnel-earth finite element model, the environmental vibration data of each node of the track unit, tunnel unit, and earth unit at different speeds are obtained by inversion. The environmental vibration data of each node of the track unit, tunnel unit, and earth unit at different speeds are divided by time to obtain the environmental vibration attenuation test data that changes with vibration time.

[0095] S4. Analyze and process each set of environmental vibration attenuation data to obtain the subway vehicle-induced environmental vibration attenuation law, thereby completing the determination of the subway vehicle-induced environmental vibration attenuation law;

[0096] The step S4 comprises the following steps:

[0097] S41. Obtain environmental vibration attenuation data at various nodes of the track slab, tunnel wall, and above-ground buildings at different distances from the track centerline based on the plurality of sets of environmental vibration attenuation data, thereby obtaining subway environment vehicle-induced vibration attenuation data.

[0098] S42. Based on the subway environment vehicle-induced vibration attenuation data, obtain the subway environment vehicle-induced vibration attenuation law, and complete the determination of the subway environment vehicle-induced vibration attenuation law.

[0099] The beneficial effect of adopting the above further scheme is that by analyzing the environmental vibration attenuation test data at each node of the track plate, tunnel wall and buildings on the ground at different distances from the track centerline, it is possible to effectively characterize the attenuation law of the environmental vibration caused by the subway train.

[0100] The present invention provides a method for determining the attenuation law of subway vehicle-induced environmental vibration. The method comprises the following steps: conducting a subway train tunnel test to obtain a data set of data related to tunnel stress and track vibration caused by the subway train passing through the tunnel at different speeds; establishing a track-tunnel-ground finite element model, loading the train excitation force at different speeds onto the model, and testing the vibration responses of the track plate, tunnel wall, and ground at different distances from the centerline of the line on the model. The attenuation law of the vehicle-induced vibration in the subway environment is obtained by analyzing and processing each set of environmental vibration attenuation data.

Claims

1. A method for determining the attenuation law of environmental vibration caused by subway vehicles, characterized in that: The steps include: S1. Conduct several subway train tunnel tests to obtain a subway train tunnel dataset. The step S1 includes the following steps: S11. Conduct several subway train tunnel passage tests using a subway train at speeds of 60 km / h, 80 km / h, 100 km / h, 120 km / h, 140 km / h, and 160 km / h, respectively. S12. Through the subway train passing through the tunnel test, obtain the horizontal stress of the subway train on the rail, the vertical stress of the subway train on the rail, the vibration acceleration peak value, the vibration acceleration level and the vibration frequency signal at each speed y ( t ); S13, reduce the vibration frequency signal through the Haining window y ( t ) cuts off the leakage and obtains the effective vibration frequency signal y` ( t ); S2. Establishing a track-tunnel-ground finite element model; The step S2 comprises the following steps: S21. Define unit type: specify units in the structural unit library according to the track, tunnel, and earth in the model, and create corresponding unit types to obtain the track unit type, tunnel unit type, and earth unit type; S22. Define unit real constants: Set unit real constants according to the defined unit types, and obtain the track unit type, tunnel unit type, and earth unit type with the set unit real constants; S23. Define material properties: For the track element type, tunnel element type, and earth element type for which the element real constants are set, their material properties are set accordingly according to their mechanical behavior characteristics, thereby obtaining the track element, tunnel element, and earth element for which the material properties are set; S24. Create nodes: For track units, tunnel units, and ground units with set material properties, create nodes based on the distances between the track slab, tunnel wall, and ground buildings and the track centerline. S25. Set unit properties: define unit real constants for the shell thickness, beam height, moment of inertia, and cross-sectional area of rods and beams of the track unit, tunnel unit, and earth unit respectively; S26. Modify the network model: control the unit density of the track unit, tunnel unit, and earth unit, and control the mesh density of the nodes, lines, surfaces, and volume objects of the track unit, tunnel unit, and earth unit, and complete the establishment of the track-tunnel-earth finite element model; S3. Load train excitation data at different speeds into the track-tunnel-ground finite element model based on the subway train tunnel data set, calculate the vibration response, and obtain several sets of environmental vibration attenuation data; The step S3 comprises the following steps: S31. Input the horizontal force and vertical force exerted by the subway train on the rail at speeds of 60 km / h, 80 km / h, 100 km / h, 120 km / h, 140 km / h, and 160 km / h to the corresponding nodes of the track unit based on the subway train tunnel data set. Calculate the vibration response and obtain the environmental vibration data at each node of the track unit, tunnel unit, and ground unit at the corresponding speeds. The expressions for the horizontal stress and vertical stress of the rail are as follows: in, Indicates the nodes, Indicates the The node A stress in the horizontal direction of the rail or a stress in the vertical direction of the rail, represents a constant, Indicates the regression coefficients, Indicates that the subway train passes through the tunnel dataset The horizontal stress or vertical stress of the rail at each node, Indicates the The random error of each node, n represents the total number of regression coefficients; S32. Divide the environmental vibration data of each node of the track unit, the tunnel unit, and the ground unit at speeds of 60 km / h, 80 km / h, 100 km / h, 120 km / h, 140 km / h, and 160 km / h according to vibration time to obtain several sets of environmental vibration attenuation test data; S4. Analyze and process each set of environmental vibration attenuation data to obtain the subway vehicle-induced environmental vibration attenuation law, thereby completing the determination of the subway vehicle-induced environmental vibration attenuation law.

2. The method for determining the attenuation law of subway vehicle-induced environmental vibration according to claim 1, characterized in that: In step S1, a subway train undergoes a tunnel test and a plurality of four-point measurement groups are provided in the tunnel; The first and second measuring points of the four-point measurement group are oppositely arranged at the two ends of the inner wall of the tunnel in the horizontal diameter direction, and the third and fourth measuring points are oppositely arranged at corresponding positions at the two ends of the rail at the bottom of the tunnel.

3. The method for determining the attenuation law of subway vehicle-induced environmental vibration according to claim 2, characterized in that: The subway train tunnel data set in step S1 includes the subway train horizontal stress on the rail, vertical stress on the rail, vibration acceleration peak value, vibration acceleration level and effective vibration frequency signal measured at several groups of four-point measurement groups. y` ( t ).

4. The method for determining the attenuation law of subway vehicle-induced environmental vibration according to claim 1, characterized in that: In step S13, the Haining window w ( t )The calculation expression is as follows: in, w ( t ) represents the Haining window, T represents the vibration frequency signal period, t Indicates time.

5. The method for determining the attenuation law of subway vehicle-induced environmental vibration according to claim 1, characterized in that: The environmental vibration data at each node in step S31 includes vibration frequency, peak value and phase in the vertical direction, horizontal direction and longitudinal direction.

6. The method for determining the attenuation law of subway vehicle-induced environmental vibration according to claim 1, characterized in that: The step S4 comprises the following steps: S41. Obtain environmental vibration attenuation data at various nodes of the track slab, tunnel wall, and above-ground buildings at different distances from the track centerline based on the plurality of sets of environmental vibration attenuation data, thereby obtaining subway environment vehicle-induced vibration attenuation data. S42. Based on the subway environment vehicle-induced vibration attenuation data, obtain the subway environment vehicle-induced vibration attenuation law, and complete the determination of the subway environment vehicle-induced vibration attenuation law.

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