Method and system for predicting and evaluating environmental vibration of urban and intercity railways

Abstract

The embodiment of the present invention discloses a method and system for predicting and evaluating the environmental vibration of an urban and intercity railway, and relates to the field of rail transit technology. The method comprises the following steps: obtaining the established parameters of the vehicle, track, tunnel, and soil layer parameters in the urban and intercity railway, establishing a vehicle-track-tunnel coupling dynamic model, and obtaining accurate section source strength for predicting the environmental vibration of the urban and intercity railway; obtaining a preliminary environmental vibration prediction result based on the obtained vibration source strength and in combination with various correction coefficients in the guidelines; obtaining environmental vibration data of the measured section, and fitting the correction coefficient by comparing it with the preliminary environmental vibration prediction result, so as to ensure the accuracy of the vibration prediction at any position on the surface of the environmental vibration model.

Description

Technical Field

[0001] The embodiments of the present invention relate to the field of rail transit technology, and specifically to a method and system for predicting and evaluating environmental vibration of urban and intercity railways. Background Art

[0002] In recent years, in order to optimize and adjust the urban layout and promote the economic development of adjacent metropolitan areas, urban rail transit has developed rapidly in my country. The design speed of urban rail transit is generally divided into three speed levels: the first speed level is 80-120km / h, the second speed level is 120-160km / h, and the third speed level is 160-250km / h. In order to alleviate the environmental vibration problem near the urban intercity railway, it is crucial to apply environmental vibration prediction and evaluation methods and software in the design stage to accurately predict the environmental vibration level caused by the train during operation. By selecting corresponding vibration reduction measures in the design stage, the problem of excessive environmental vibration and noise caused by operation can be effectively avoided. However, there are differences between urban intercity railways and traditional subway lines, such as higher design standards and stricter operation and maintenance levels. The traditional environmental vibration prediction and evaluation methods and software for evaluating urban rail transit cannot be well applied to the environmental vibration prediction and evaluation of urban intercity railways.

[0003] There are also corresponding environmental vibration prediction methods in the prior art, such as the Chinese invention patent with publication number CN110334393A, entitled Rail Transit Environmental Vibration Prediction Method, Prediction System and Vibration Reduction Measures Evaluation Method. This method proposes to obtain the simulated reflection signals of the excitation source and the target source by establishing a site dynamic finite element model, thereby obtaining the transfer function of the site through spectrum analysis. Then the equivalent source strength signal is used to predict the actual vibration response signal through transfer function calculation. The disadvantage of this method is that the prediction method requires the establishment of a complex finite element model to obtain a more accurate transfer function, and this process requires huge calculation and time costs. The source of the equivalent source strength is not given in this method, and the characteristics of the source strength directly determine the accuracy of the prediction result. On the other hand, although the response result can be calculated through the relationship between the excitation and the transfer function, the accuracy of the result is unknown. At the same time, in the case of inconsistent verification with the measured results, the software itself cannot actively adjust the accuracy of the prediction result, and the transfer function needs to be re-obtained by adjusting the finite element model. The process is complicated, the calculation cost is high, and the accuracy cannot be verified.

[0004] In addition, the Chinese invention patent with the publication number CN112698383A, entitled A method and system for predicting environmental vibration caused by urban rail transit, proposes a method for predicting environmental vibration within 100Hz caused by simply supported concrete box girders of urban rail transit elevated trains at different speeds. The research of this patent is only applicable to the field of urban rail transit, and the research object is only elevated concrete box girder bridges. The frequency band range of environmental vibration analysis is also only 100Hz.

[0005] Both of the above patents make predictions through theoretical methods or finite element model simulations. However, theoretical analysis inevitably faces problems such as improper parameter values ​​or model simplification. The correctness and accuracy of the prediction results provided by the prediction method and system are the top priority in guiding track design. So how to judge the correctness of the prediction results, how to achieve continuous self-improvement and calibration of the prediction method / system are issues that need to be solved urgently. However, the above two methods can only provide a single prediction result, and cannot calibrate and adjust the prediction results to improve their accuracy. Summary of the invention

[0006] To this end, an embodiment of the present invention provides a method and system for predicting and evaluating environmental vibration of urban and intercity railways to solve the problems in the prior art that the accuracy of prediction results is difficult to judge, the prediction results cannot be improved and calibrated, and the calculation cost is high due to complex modeling and small scope of application in the prediction process.

[0007] In order to achieve the above object, the embodiments of the present invention provide the following technical solutions:

[0008] In a first aspect of the embodiments of the present invention, a method for predicting and evaluating the environmental vibration of an urban and intercity railway is provided, comprising:

[0009] Obtain the given parameters of vehicles, tracks, tunnels, and soil layers in urban and intercity railways and establish dynamic models;

[0010] Determine the position information of the target prediction point on the actual surface, first obtain the tunnel section source intensity corresponding to the target prediction point according to the dynamic model;

[0011] Obtain universal correction coefficients based on existing guidelines to preliminarily predict environmental vibration results at any location on the surface;

[0012] Obtaining environmental vibration data of a target prediction point at the surface position of the measured section, and fitting the correction coefficient by comparing it with the environmental vibration prediction result at any position on the surface obtained initially;

[0013] The environmental vibration value at any location on the surface of urban and intercity railways is predicted through self-calibration of prediction results driven by measured data.

[0014] Furthermore, the predetermined parameters include vehicle type, track type, soil layer parameters and tunnel parameters.

[0015] The track types include bi-block track, slab track, vibration damping fastener track, trapezoidal sleeper track, elastic sleeper track or floating slab track.

[0016] Furthermore, the parameters of the vehicle type include inertia parameters of the vehicle body, frame and wheelset and mechanical parameters of the two-stage suspension system and shock absorber.

[0017] Furthermore, the kinetic equation of the kinetic model is:

[0018]

[0019] Where: m r 、E r ,I r are the mass, elastic modulus and moment of inertia of the rail;

[0020] Z r is the vertical displacement of the rail;

[0021] X i and x wj is the position of the i-th fastener and the j-th wheelset;

[0022] N f is the total number of fasteners;

[0023] δ(x) is the Dirac function;

[0024] F rsi is the vertical force applied by the ith fastener on the guide rail;

[0025] p j is the vertical force exerted by the jth wheel on the track.

[0026] In a second aspect of the embodiments of the present invention, a system for predicting and evaluating the environmental vibration of an urban and intercity railway is provided, comprising:

[0027] Acquisition module: used to obtain the established parameters, correction coefficients and measured data of urban and intercity railways;

[0028] Calculation module: used to calculate the kinetic model through the kinetic equation according to the acquired established parameters;

[0029] Source strength vibration prediction module: used to determine the position information of the actual target prediction point, and calculate the tunnel source strength result corresponding to the target prediction point according to the dynamic model;

[0030] Correction module: used for fitting and calibration of the correction coefficient of vibration value prediction at any position on the ground surface based on measured data information;

[0031] Surface vibration prediction module: It is used to accurately predict the vibration value at any position on the surface based on the tunnel source strength result corresponding to the target prediction point and the correction coefficient after tunnel fitting calibration.

[0032] Furthermore, the acquisition module also includes a custom parameter module.

[0033] Among them, the custom parameter module is used to obtain custom parameters, which include but are not limited to the dynamic parameters of dual-block track, plate track, vibration-damping fastener track, trapezoidal sleeper track, elastic sleeper track or floating slab track.

[0034] According to an embodiment of the present invention, the method has the following advantages:

[0035] 1. By applying the vehicle-track-tunnel coupling dynamics model, the accurate source strength vibration characteristics of the urban and intercity railways are obtained to ensure that the environmental vibration prediction method and the excitation characteristics input in the software are accurate. An accurate input excitation method and actual parameters of the target prediction point are proposed, which is more targeted and applicable, ensuring the accuracy of the source strength of the environmental vibration prediction;

[0036] 2. Based on a large number of measured results and obtained through statistical methods, the vibration propagation prediction applicable to urban and intercity railways can be avoided by applying semi-empirical formulas to the complex calculation process of site transfer functions;

[0037] 3. The self-improvement calibration method based on the prediction results driven by measured data can improve the accuracy of the environmental vibration prediction results obtained based on the semi-empirical formula. By inputting the line conditions, soil conditions and environmental vibration prediction results of a certain area, the semi-empirical formula fitting parameters are determined according to the linear regression method. This ensures the efficient application effect of the prediction method and software, which is predictable and accurate.

[0038] 4. The method and system provided by the present invention are accurate and can truly simulate the actual working conditions of each sensitive point in each region and each line, and can provide targeted predictions by obtaining actual parameters. BRIEF DESCRIPTION OF THE DRAWINGS

[0039] In order to more clearly illustrate the implementation methods of the present invention or the technical solutions in the prior art, the following briefly introduces the drawings required for the implementation methods or the description of the prior art. Obviously, the drawings in the following description are only exemplary, and for ordinary technicians in this field, other implementation drawings can be derived from the provided drawings without creative work.

[0040] The structures, proportions, sizes, etc. illustrated in this specification are only used to match the contents disclosed in the specification so as to facilitate understanding and reading by persons familiar with the technology. They are not used to limit the conditions under which the present invention can be implemented, and therefore have no substantial technical significance. Any structural modification, change in proportion or adjustment of size shall still fall within the scope of the technical contents disclosed in the present invention without affecting the effects and purposes that can be achieved by the present invention.

[0041] Figure 1 A flow chart of a method for predicting and evaluating the environmental vibration of urban and intercity railways provided in an embodiment of the present invention;

[0042] Figure 2 A structural diagram of a system for predicting and evaluating the environmental vibration of urban and intercity railways provided in an embodiment of the present invention;

[0043] Figure 3 A rail vibration displacement waveform diagram in a tunnel corresponding to a target prediction point in a prediction result of an embodiment of the present invention;

[0044] Figure 4 A waveform diagram of rail vibration acceleration in a tunnel corresponding to a target prediction point in a prediction result of an embodiment of the present invention;

[0045] Figure 5 A spectrum diagram of rail vibration acceleration in a tunnel corresponding to a target prediction point in a prediction result of an embodiment of the present invention;

[0046] Figure 6 A waveform diagram of the vertical vibration acceleration of the tunnel wall corresponding to the target prediction point in the prediction result of the embodiment of the present invention;

[0047] Figure 7 A 1 / 3 octave band diagram of tunnel wall vibration corresponding to a target prediction point in a prediction result of an embodiment of the present invention;

[0048] Figure 8 It is a comparison curve diagram of the maximum Z vibration level at different positions on the ground surface in the prediction results of an embodiment of the present invention. DETAILED DESCRIPTION

[0049] The following is a description of the implementation of the present invention by specific embodiments. People familiar with the art can easily understand other advantages and effects of the present invention from the contents disclosed in this specification. Obviously, the described embodiments are part of the embodiments of the present invention, not all of the embodiments. Based on the embodiments of the present invention, all other embodiments obtained by ordinary technicians in this field without creative work are within the scope of protection of the present invention.

[0050] In order to alleviate the environmental vibration problem near the urban and intercity railways, it is crucial to apply environmental vibration prediction and evaluation methods and software in the design stage to accurately estimate the environmental vibration level caused by trains during operation. The problem of excessive environmental vibration and noise caused by operation can be effectively avoided by selecting appropriate vibration reduction measures in the design stage. However, there are differences between urban rail transit and traditional subway lines, such as higher design standards and stricter operation and maintenance levels. Traditional environmental vibration prediction and evaluation methods and software for evaluating urban rail transit cannot be well applied to the environmental vibration prediction and evaluation of urban rail transit express lines. In the existing environmental vibration prediction scheme, the method used is complex, the calculation cost is high, and the accuracy cannot be verified.

[0051] In order to solve this problem, in this embodiment, Figure 1 As shown, it shows a flow chart of the method for predicting and evaluating the environmental vibration of urban and intercity railways provided by an embodiment of the present invention. The method comprises the following steps:

[0052] Step 11: Obtain the given parameters of vehicles, tracks, tunnels, and soil layers in the urban and intercity railways, and establish a vehicle-track-tunnel coupling dynamic model;

[0053] The established parameters include vehicle type, track type, soil parameters and tunnel parameters.

[0054] The track types include bi-block track, slab track, vibration damping fastener track, trapezoidal sleeper track, elastic sleeper track or floating slab track parameters.

[0055] The track structure may include dual-block track, slab track, vibration-damping fastener track, trapezoidal sleeper track, elastic sleeper track or floating slab track parameters;

[0056] Taking the prefabricated track slab as an example, the dynamic equation of the dynamic model is:

[0057]

[0058] Where: m r 、E r ,I r are the mass, elastic modulus and moment of inertia of the rail;

[0059] Z r is the vertical displacement of the rail;

[0060] X i and x wj is the position of the i-th fastener and the j-th wheelset;

[0061] N f is the total number of fasteners;

[0062] δ(x) is the Dirac function;

[0063] F rsi is the vertical force applied by the ith fastener on the guide rail;

[0064] p j is the vertical force exerted by the jth wheel on the track.

[0065] The vehicle parameter input can be customized, including the inertia parameters of the vehicle body, frame and wheelset and the mechanical parameters of the two-stage suspension system and shock absorber, as shown in Table 1:

[0066] parameter symbol parameter symbol Vehicle quality <![CDATA[M c ]]> Half of the vehicle distance <![CDATA[l c ]]> Bogie mass <![CDATA[M t ]]> Half of the bogie wheelbase <![CDATA[l t ]]> Wheelset quality <![CDATA[M w ]]> Walking speed v Vehicle nodding inertia <![CDATA[I cy ]]> Wheel-rail force p Wheelset Nodal Inertia <![CDATA[I ty ]]> Vehicle vertical displacement <![CDATA[Z c ]]> Primary suspension stiffness <![CDATA[K pz ]]> Vehicle nods corner βc Primary suspension damping <![CDATA[C pz ]]> Bogie vertical displacement Z Secondary suspension stiffness <![CDATA[K sz ]]> Bogie nod angle βt Secondary suspension damping <![CDATA[C sz ]]> Vertical displacement of wheelset <![CDATA[Z wi ]]>

[0067] Table 1: Vehicle mechanical parameters

[0068] Where: The vehicle dynamics equation is as follows:

[0069] 1. Vehicle body ups and downs

[0070]

[0071] 2. Car body nodding movement

[0072]

[0073] 3. Front bogie sinking and floating movement

[0074]

[0075] 4. Front bogie nodding motion

[0076]

[0077] 5. Rear bogie sinking and floating movement

[0078]

[0079] 6. Rear bogie nodding motion

[0080]

[0081] 7. The first round of sinking and floating movement

[0082]

[0083] 8. The second round of sinking and floating movement

[0084]

[0085] 9. The third round of sinking and floating movement

[0086]

[0087] 10. The fourth round of sinking and floating movement

[0088]

[0089] P i is the vertical wheel-rail force of a single wheel (i=1~4); F 0i is the exciting force function at the wheelset (i=1~4)

[0090] Wheel-rail vertical force formula:

[0091]

[0092] G is the wheel-rail elastic contact constant, unit: m / N 2 / 3 ;

[0093] Wear type tread wheel

[0094] G=3.86R -0.115 ×10 -8 (m / N 2 / 3 ),

[0095] R is the wheel radius. δZ(t) is the relative elastic compression between the wheel and rail, unit: m

[0096] The elastic compression between the wheel and rail can be determined by the wheel displacement at the wheel-rail contact point, the rail displacement, and the uneven displacement of the wheel-rail contact surface. wj (t)-Z r (x wj ,t)-Z0(t)

[0097] Z wj (t) is the vertical displacement of the wheel at time i;

[0098] Z r (x wj ,t) is the vertical displacement of the wheel-rail contact point at time t;

[0099] Z0(t) is the uneven displacement at the wheel-rail contact surface at time t; the track unevenness spectrum has built-in multi-level American spectrum, German spectrum, Chinese high-speed railway ballastless track spectrum or user-defined track spectrum;

[0100] The tunnel structure adopts a custom data model input system. While obtaining the established parameters, it can apply the user's parameter data based on the actual target position on the surface, so that it can adapt to the working conditions of various lines in various regions, and the actual parameters can be obtained for targeted prediction.

[0101] Step 12: Determine the position information of the target prediction point on the actual surface. First, obtain the tunnel section source intensity corresponding to the target prediction point according to the dynamic model;

[0102] The calculation process is based on the parameter values ​​set in the system or through a custom parameter module. Users can generate system internal parameters based on the design parameters of the actual product.

[0103] The actual parameters of the actual product include the dynamic parameters of bi-block track, slab track, vibration-damping fastener track, trapezoidal sleeper track, flexible sleeper track or floating slab track.

[0104] Step 13: Obtain the existing general correction coefficient in the guidelines (Technical Guidelines for Environmental Impact Assessment - Urban Rail Transit (HJ 453-2018)) based on the existing empirical formula for surface vibration propagation, and preliminarily predict the vibration value at any position on the surface based on the position information of the target prediction point on the actual surface determined in step 12 and the tunnel section source strength obtained by the dynamic model;

[0105] This system evaluates the target prediction point based on the train speed correction items, axle weight and unsprung mass correction items, wheel-rail condition correction items, tunnel form correction items, distance attenuation correction items, etc. introduced in the Technical Guidelines for Environmental Impact Assessment - Urban Rail Transit (HJ 453-2018).

[0106] The prediction formula is as follows:

[0107] V L Zmax =VL Z0max +C VB (1)

[0108] Where: VL Zmax ——VL pointed out for prediction Zmax , dB;

[0109] V L Z0max ——is the train running vibration source strength, which can be determined according to step 1, dB;

[0110] C VB ——Vibration correction, calculated according to formula (2), dB

[0111] C VB =C V +C W +C R +C T +C D +C B +C TD (2)

[0112] C V ——Train speed correction, dB

[0113] C W ——Axle weight and unsprung mass correction, dB

[0114] C R ——Wheel-rail condition correction, dB

[0115] C T ——Tunnel type correction, dB

[0116] C D ——Distance attenuation correction, dB

[0117] C B ——Correction for building type, dB

[0118] C TD ——Vehicle density correction, dB

[0119] Various correction items are entered into the system, and the vibration level is calculated and evaluated based on the correction item type structure of the environmental vibration prediction section.

[0120] According to the Technical Guidelines for Environmental Impact Assessment - Urban Rail Transit (HJ 453-2018), an empirical prediction formula for the environmental vibration level at different locations on the surface is given.

[0121] C D =-8lg[β(H-1.25)]+algr+br+c

[0122] Based on the empirical formula of "Technical Guidelines for Environmental Impact Assessment - Urban Rail Transit" (HJ 453-2018), vibration transmission prediction is carried out. The prediction results are as follows: Figure 3-8 As shown,

[0123] It shows the data of the rails and the tunnel wall in the tunnel corresponding to the target prediction point in the prediction results of the method of this embodiment, as well as the maximum Z vibration level comparison curve at different positions on the ground surface in the prediction results, wherein, see Figure 8 As shown, it shows the preliminary prediction results based on the existing correction coefficient (i.e., the preliminary prediction of the maximum Z vibration level at different positions on the surface) and the final prediction results after calibration based on the measured surface vibration data (the maximum Z vibration level at different positions on the surface after calibration driven by the measured data), which is expressed as a curve of the relationship between the distance from the center line of the landmark directly above the tunnel and the maximum Z vibration level, based on the measured data (the maximum Z vibration level on the surface at different positions from the center line of the tunnel) and different maximum Z vibration level limits in other areas (the straight lines shown in the figure), when the measured data curve exceeds any straight line as the distance from the center line of the surface changes, that is, the maximum Z vibration level of the area within the horizontal coordinate range from 0m to the intersection corresponding to the intersection has exceeded the limit, and vibration reduction measures should be taken in this range.

[0124] Step 14: Obtain environmental vibration data of the target prediction point at the surface position of the measured section, and fit the correction coefficient by comparing it with the preliminary obtained environmental vibration prediction result at any position on the surface;

[0125] The dynamic model is used to obtain accurate input excitation methods and actual parameters of target prediction points for the far-strength vibration characteristics of the urban express line, ensuring the accuracy of the source strength of the environmental vibration prediction. The measured data obtained are as follows: Figure 8 The data curve (i.e., the environmental vibration data of the measured section input into the system) is compared with the preliminary environmental vibration prediction results, and the correction coefficient of the fitting item in the guideline is fitted using a semi-empirical formula using a linear regression equation.

[0126] This will further improve the correction parameter values ​​applicable to urban and intercity railways. Through self-calibration of prediction results driven by measured data, the accuracy of system prediction results can be continuously optimized and improved, and the formula parameters can be fitted, thereby improving the prediction accuracy.

[0127] Step 15: Predict the ambient vibration value at any location on the surface of the urban and intercity railway through self-calibration of the prediction results driven by measured data.

[0128] This method is different from the empirical formula in the environmental impact assessment guidelines. The empirical formula is inclusive across the country, not targeted, and cannot truly simulate the actual working conditions in various regions. This method can adapt to the working conditions of various lines in various regions, and the actual parameters can be obtained for targeted prediction.

[0129] The self-calibration result curve of environmental vibration prediction based on data drive is compared with the existing vibration prediction results, such as Figure 8 The maximum Z vibration level curves at different locations on the surface after calibration based on measured data are shown in the figure.

[0130] Figure 8 In the above, the maximum Z vibration level curve at different positions on the ground surface after calibration based on measured data is finally predicted, which is the result of the tunnel wall source strength obtained in step 12 being predicted in step 14 using the correction coefficient after calibration fitting;

[0131] The correction process in this step is based on data-driven measured results, which can improve the prediction accuracy.

[0132] The prediction method can achieve the following results during implementation:

[0133] 1. According to the vehicle type, track structure, operating speed, maintenance level and other conditions of urban and intercity railways, it can be used to predict and evaluate the vibration of surrounding environmentally sensitive buildings during the track system design stage, so as to select reasonable vibration reduction measures to ensure that the vibration of buildings along the line does not exceed the standard.

[0134] 2. After accurately calculating the vibration source strength through the vehicle-track-tunnel coupling dynamics model, the "Technical Guidelines for Environmental Impact Assessment-Urban Rail Transit" (HJ 453-2018) is used to carry out analysis and prediction of vibration attenuation characteristics along the surface, which can effectively save the complex process of solving the transfer function using the finite element analysis method. Any influencing factors such as tunnel structure type, tunnel burial depth, line linearity, etc. can be quickly calculated through the prediction formula in the guidelines.

[0135] 3. It can self-perfect and calibrate the environmental vibration prediction results for different geology, different tunnel and track forms, different line types, and different speeds. By inputting the actual operating line parameters, soil layer parameters, and multiple sets of environmental vibration measurement results of a certain area, the environmental vibration prediction system can adjust the fitting parameters according to the empirical fitting formula in the guidelines based on multiple sets of test results through the linear regression method, thereby improving the accuracy of the prediction results.

[0136] In a second aspect of the embodiments of the present invention, Figure 2 FIG. 1 shows a structure diagram of a system for predicting and evaluating the environmental vibration of a city-area intercity railway provided by an embodiment of the present invention. The system is based on a storage device and includes

[0137] Acquisition module 21: used to obtain the established parameters, correction coefficients and measured data of the urban and intercity railways;

[0138] Calculation module 22: used for calculating the kinetic model through the kinetic equation according to the acquired predetermined parameters;

[0139] Source strength vibration prediction module 23: used to determine the position information of the actual target prediction point, and calculate the tunnel source strength result corresponding to the target prediction point according to the dynamic model;

[0140] Correction module 24: used for fitting and calibrating the correction coefficient of vibration value prediction at any position on the ground surface based on measured data information;

[0141] The surface vibration prediction module 25 is used to accurately predict the vibration value at any position on the surface based on the tunnel source strength result corresponding to the target prediction point and the correction coefficient after tunnel fitting calibration.

[0142] Among them, the custom parameter module is used to obtain custom parameters, which include but are not limited to the dynamic parameters of dual-block track, plate track, vibration-damping fastener track, trapezoidal sleeper track, elastic sleeper track or floating slab track and tunnel custom parameters.

[0143] Compared with the existing technology, the implementation process of this method and system is more targeted in its prediction method and can truly simulate the actual working conditions in different regions. This method can adapt to the working conditions of various lines in various regions, and can obtain actual parameters for targeted prediction with higher accuracy.

[0144] Although the present invention has been described in detail above by general description and specific embodiments, it is obvious to those skilled in the art that some modifications or improvements can be made to the present invention. Therefore, these modifications or improvements made without departing from the spirit of the present invention all belong to the scope of protection claimed by the present invention.

Claims

1. A method for predicting and evaluating environmental vibration of urban and intercity railways, characterized in that: include Obtain the given parameters of vehicles, tracks, tunnels, and soil layers in urban and intercity railways and establish dynamic models; Determine the target prediction point on the ground surface, first obtain the tunnel section source intensity corresponding to the target prediction point according to the dynamic model; Obtain universal correction coefficients based on existing guidelines to preliminarily predict environmental vibration results at any location on the surface; Obtaining environmental vibration data of a target prediction point at the surface position of the measured section, and fitting the correction coefficient by comparing it with the environmental vibration prediction result at any position on the surface obtained initially; The environmental vibration value at any location on the surface of the urban and intercity railway is predicted through self-calibration of the prediction results driven by measured data; Among them, the kinetic equation of the kinetic model is: Where: m r 、E r ,I r are the mass, elastic modulus and moment of inertia of the rail; Z r is the vertical displacement of the rail; X i and x wj is the position of the i-th fastener and the j-th wheelset; N f is the total number of fasteners; δ(x) is the Dirac function; F rsi is the vertical force applied by the ith fastener on the guide rail; p j is the vertical force exerted by the jth wheel on the track.

2. The method for predicting and evaluating the environmental vibration of urban and intercity railways according to claim 1, characterized in that: The predetermined parameters include vehicle type, track type, soil parameters and tunnel parameters, The track types include bi-block track, slab track, vibration damping fastener track, trapezoidal sleeper track, elastic sleeper track or floating slab track.

3. The method for predicting and evaluating the environmental vibration of urban and intercity railways according to claim 2, characterized in that: The parameters of the vehicle type include inertia parameters of the vehicle body, frame and wheelset and mechanical parameters of the two-stage suspension system and shock absorber.

4. A system for predicting and evaluating the environmental vibration of urban and intercity railways, characterized in that: include Acquisition module: used to obtain the established parameters, correction coefficients and measured data of urban and intercity railways; Calculation module: used to calculate the kinetic model through the kinetic equation according to the acquired established parameters; Source strength vibration prediction module: used to determine the position information of the actual target prediction point, and calculate the tunnel source strength result corresponding to the target prediction point according to the dynamic model; Correction module: used for fitting and calibration of the correction coefficient of vibration value prediction at any position on the ground surface based on measured data information; Surface vibration prediction module: It is used to accurately predict the vibration value at any position on the surface based on the tunnel source strength result corresponding to the target prediction point and the correction coefficient after tunnel fitting calibration; Among them, the kinetic equation of the kinetic model is: Where: m r 、E r ,I r are the mass, elastic modulus and moment of inertia of the rail; Z r is the vertical displacement of the rail; X i and x wj is the position of the i-th fastener and the j-th wheelset; N f is the total number of fasteners; δ(x) is the Dirac function; F rsi is the vertical force applied by the ith fastener on the guide rail; p j is the vertical force exerted by the jth wheel on the track.

5. The urban and intercity railway environmental vibration prediction and evaluation system according to claim 4, characterized in that: The acquisition module also includes a custom parameter module. Among them, the custom parameter module is used to obtain custom parameters, which include but are not limited to the dynamic parameters of dual-block track, plate track, vibration-damping fastener track, trapezoidal sleeper track, elastic sleeper track or floating slab track.

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