Method and device for establishing rail transit-soil-structure coupling model

Abstract

The present disclosure relates to a method and apparatus for establishing a rail transit-soil-structure coupling model. The method comprises: determining optimal soil parameters for the rail transit-soil-structure coupling model based on the actual vibration responses of multiple underground detection points at a target rail construction site; determining optimal track excitation for the rail transit-soil-structure coupling model based on the actual vibration responses of multiple surface detection points; determining optimal building structure parameters for the rail transit-soil-structure coupling model based on the actual vibration responses of multiple building structure detection points; establishing the rail transit-soil-structure coupling model based on the optimal soil parameters, optimal track excitation, and optimal building structure parameters; and using the rail transit-soil-structure coupling model to determine whether the building structure vibration at the target rail construction site exceeds a preset limit. This technical solution establishes a theoretical model that matches the actual model, thereby accurately determining the vibration condition of the building structure.

Description

Technical Field

[0001] The present disclosure relates to the technical field of civil engineering structure vibration control, and in particular to a method and device for establishing a rail transit-soil-structure coupling model. Background Art

[0002] Urban rail transit is a general term for various types of railway systems providing passenger transportation within urban core areas or suburban areas, including trams, light rail, and subways. Compared to other modes of transportation, such as cars, buses, and bicycles, urban rail transit offers irreplaceable advantages, including speed, convenience, large passenger capacity, low cost, punctuality, and clean energy. Today, urban rail transit has gradually become the primary mode of transportation for residents of large and medium-sized cities in China.

[0003] While urban rail transit brings significant convenience to residents' daily lives and travel, it also triggers a series of environmental vibration and noise issues, primarily in two forms. First, the rolling wheels of trains cause vibrations in station structures, tunnels, and the rock and soil along the track, which propagate to nearby building foundations or basement exterior walls, causing internal structural vibrations and secondary radiated noise. Second, noise from trains travels through the air, causing noise pollution along the track. These issues have a significant negative impact on residents' daily lives and work, causing varying degrees of physical and psychological burden and discomfort. Therefore, the vibration problem of buildings along rail transit lines cannot be underestimated. Summary of the Invention

[0004] In order to overcome the problems existing in the related art, the present disclosure provides a method and device for establishing a rail transit-soil-structure coupling model.

[0005] According to a first aspect of an embodiment of the present disclosure, a method for establishing a rail transit-soil-structure coupling model is provided, comprising:

[0006] Determining optimal soil parameters for a rail transit-soil-structure coupling model based on actual vibration responses of multiple underground detection points at a target rail construction site, wherein the soil parameters include soil density, soil elastic modulus parameters, and soil damping;

[0007] Determine the optimal track excitation for the rail transit-soil-structure coupling model based on the actual vibration responses of multiple surface test points at the target track construction site;

[0008] Determine the optimal building structure parameters for the rail transit-soil-structure coupling model based on the actual vibration responses of multiple building structure inspection points at the target rail construction site, where the building structure parameters include: building structure dimensions, boundary conditions, floor slab thickness, and floor slab material elastic modulus;

[0009] Establishing a rail transit-soil-structure coupling model based on the optimal soil parameters, optimal track excitation, and optimal building structure parameters;

[0010] Using the rail transit-soil-structure coupling model, it is determined whether the vibration of the building structure at the target rail construction site exceeds a preset limit.

[0011] In one embodiment, preferably,

[0012] Based on the actual vibration responses of multiple underground test points at the target rail construction site, the optimal soil parameters for the rail transit-soil-structure coupling model were determined, including:

[0013] When the target track construction site is excited by a hammer, first vibration acceleration time histories of multiple underground detection points are collected;

[0014] Conducting geological survey on the soil of the target track construction site to obtain basic mechanical parameters of the soil and establish a first free field model;

[0015] Applying a unit impact load to the free-field model and calculating the impact response of each underground detection point using the Newmark-β method;

[0016] Using Fourier transform, the first amplitude spectrum and the second amplitude spectrum corresponding to the vibration acceleration time history and the impact response are calculated respectively, and the frequency error function is constructed;

[0017] Constructing a time domain error function corresponding to the vibration acceleration time history and the impact response;

[0018] According to the frequency error function and the time domain error function, an optimization algorithm is used to search and determine the optimal soil elastic modulus and soil damping.

[0019] In one embodiment, preferably, searching and determining the optimal soil elastic modulus and soil damping by an optimization algorithm based on the frequency error function and the time domain error function includes:

[0020] The frequency error function ef includes:

[0021]

[0022] Among them, RSf i represents the first magnitude spectrum, NSf i represents the second magnitude spectrum, ‖index_max(RSf i )-index_max(NSf i )||2 represents the function's second norm, index_max(RSf i) represents the frequency with the largest amplitude in the first amplitude spectrum, index_max(NSf i ) represents the frequency with the largest amplitude in the second amplitude spectrum, and i represents the i-th underground detection point;

[0023] NSf i =f(Es)

[0024] Among them, Es represents the elastic modulus of soil;

[0025] The time domain error function e t include:

[0026]

[0027] Among them, RS i represents the first vibration acceleration time history, NS i represents the impulse response;

[0028] NS i =f(Es,ζ)

[0029] Wherein, Es represents the elastic modulus of soil, ζ represents the soil damping;

[0030] The frequency error function and the time domain error function are optimized respectively by an optimization algorithm to find the optimal soil elastic modulus parameter Esopt and the optimal soil damping parameter ζopt.

[0031] In one embodiment, preferably, determining the optimal track excitation for the measured vibration response of each underground detection point includes:

[0032] Collect the second vibration acceleration time history of surface vibration caused by rail transit;

[0033] Performing a one-third octave band analysis on the second vibration acceleration time history to obtain a first frequency division vibration level value of each surface detection point;

[0034] The second free field model of the soil is established using finite element analysis, and the vibration response acceleration time history of each surface detection point under multiple unit harmonic combination excitations is solved using finite element analysis.

[0035] Dividing the vibration response acceleration time history into frequency bands of one-third of the frequency band for filtering, and then calculating the acceleration root mean square value in each frequency band;

[0036] Calculating a second frequency division extremum value of each surface detection point according to the acceleration root mean square value;

[0037] Constructing a vibration level error function to calculate the error between the first frequency division vibration level value and the second frequency division vibration level value;

[0038] The optimal track excitation is obtained by minimizing the vibration level error function.

[0039] In one embodiment, preferably, the optimal track excitation Load is calculated using the following formula:

[0040]

[0041] M i，j =20lgG i，j -10lg2+120-RVL i，j

[0042] Among them, G i，j Indicates the acceleration amplitude of the jth frequency band at the i-th surface detection point, RVL i，j It represents the first frequency division vibration level value of the jth frequency band at the i-th surface detection point, and ri represents the distance from the i-th surface detection point to the excitation vibration source.

[0043] In one embodiment, preferably, determining the optimal building structural parameters of the measured vibration response of each underground detection point includes:

[0044] Establishing a finite element model of the building structure according to the building structure drawings of the target track construction site;

[0045] Performing modal analysis on the finite element model to obtain a first natural frequency of the floor slab;

[0046] Measure the vibration response of the floor slab under environmental excitation and calculate the second natural frequency of the floor slab;

[0047] constructing an error function of the natural frequency of the floor slab according to the first natural frequency and the second natural frequency;

[0048] According to the error function of the natural frequency of the floor slab, an optimal floor slab thickness and an optimal elastic modulus of the floor slab material are searched and obtained through an optimization algorithm.

[0049] In one embodiment, preferably, the error function eff of the natural frequency of the floor slab includes:

[0050]

[0051] Among them, RF u represents the second natural frequency, NF u represents the first natural frequency;

[0052] NF u =f(d, Eb)

[0053] Where d represents the thickness of the floor slab and Eb represents the elastic modulus of the floor slab material.

[0054] According to a second aspect of an embodiment of the present disclosure, there is provided a device for establishing a rail transit-soil-structure coupling model, comprising:

[0055] a first determination module, configured to determine optimal soil parameters of a rail transit-soil-structure coupling model based on actual vibration responses of multiple underground detection points at a target rail construction site, wherein the soil parameters include soil density, soil elastic modulus parameters, and soil damping;

[0056] a second determination module for determining an optimal track excitation for a rail transit-soil-structure coupling model based on actual vibration responses of a plurality of ground surface detection points at a target track construction site;

[0057] a third determination module, configured to determine optimal building structure parameters of the rail transit-soil-structure coupling model based on actual vibration responses of multiple building structure detection points at the target rail construction site, wherein the building structure parameters include: building structure dimensions, boundary conditions, floor slab thickness, and floor slab material elastic modulus;

[0058] A modeling module, configured to establish a rail transit-soil-structure coupling model based on the optimal soil parameters, the optimal track excitation, and the optimal building structure parameters;

[0059] The fourth determination module is configured to use the rail transit-soil-structure coupling model to determine whether the vibration of the building structure of the target rail construction site exceeds a preset limit.

[0060] In one embodiment, preferably, the first determining module is used to:

[0061] When the target track construction site is excited by a hammer, a first vibration acceleration time history of each underground detection point is collected;

[0062] Conducting geological survey on the soil of the target track construction site to obtain basic mechanical parameters of the soil and establish a first free field model;

[0063] Applying a unit impact load to the free-field model and calculating the impact response of each underground detection point using the Newmark-β method;

[0064] Using Fourier transform, the first amplitude spectrum and the second amplitude spectrum corresponding to the vibration acceleration time history and the impact response are calculated respectively, and the frequency error function is constructed;

[0065] Constructing a time domain error function corresponding to the vibration acceleration time history and the impact response;

[0066] According to the frequency error function and the time domain error function, an optimization algorithm is used to search and determine the optimal soil elastic modulus and soil damping.

[0067] In one embodiment, preferably, searching and determining the optimal soil elastic modulus and soil damping by an optimization algorithm based on the frequency error function and the time domain error function includes:

[0068] The frequency error function ef includes:

[0069]

[0070] Among them, RSf i represents the first magnitude spectrum, NSf i represents the second magnitude spectrum, ||index_max(RSf i )-index_max(NSf i )||2 represents the function's second norm, index_max(RSf i ) represents the frequency with the largest amplitude in the first amplitude spectrum, index_max(NSf i ) represents the frequency with the largest amplitude in the second amplitude spectrum, and i represents the i-th underground detection point;

[0071] NSf i =f(Es)

[0072] Among them, Es represents the elastic modulus of soil;

[0073] The time domain error function e t include:

[0074]

[0075] Among them, RS i represents the first vibration acceleration time history, NS i represents the impulse response;

[0076] NS i =f(Es,ζ)

[0077] Wherein, Es represents the elastic modulus of soil, ζ represents the soil damping;

[0078] The frequency error function and the time domain error function are optimized respectively by an optimization algorithm to find the optimal soil elastic modulus parameter Esopt and the optimal soil damping parameter ζopt.

[0079] In one embodiment, preferably, the second determining module is used to:

[0080] Collect the second vibration acceleration time history of surface vibration caused by rail transit;

[0081] Performing a one-third octave band analysis on the second vibration acceleration time history to obtain a first frequency division vibration level value of each surface detection point;

[0082] The second free field model of the soil is established using finite element analysis, and the vibration response acceleration time history of each surface detection point under multiple unit harmonic combination excitations is solved using finite element analysis.

[0083] Dividing the vibration response acceleration time history into frequency bands of one-third of the frequency band for filtering, and then calculating the acceleration root mean square value in each frequency band;

[0084] Calculating a second frequency division extremum value of each surface detection point according to the acceleration root mean square value;

[0085] Constructing a vibration level error function to calculate the error between the first frequency division vibration level value and the second frequency division vibration level value;

[0086] The optimal track excitation is obtained by minimizing the vibration level error function.

[0087] In one embodiment, preferably, the optimal track excitation Load is calculated using the following formula:

[0088]

[0089] M i，j =20lgG i，j -10lg2+120-RVL i，j

[0090] Among them, G i，j Indicates the acceleration amplitude of the jth frequency band at the i-th surface detection point, RVL i，j It represents the first frequency division vibration level value of the jth frequency band at the i-th surface detection point, and ri represents the distance from the i-th surface detection point to the excitation vibration source.

[0091] In one embodiment, preferably, the third determining module is used to:

[0092] Establishing a finite element model of the building structure according to the building structure drawings of the target track construction site;

[0093] Performing modal analysis on the finite element model to obtain a first natural frequency of the floor slab;

[0094] Measure the vibration response of the floor slab under environmental excitation and calculate the second natural frequency of the floor slab;

[0095] constructing an error function of the natural frequency of the floor slab according to the first natural frequency and the second natural frequency;

[0096] According to the error function of the natural frequency of the floor slab, an optimal floor slab thickness and an optimal elastic modulus of the floor slab material are searched and obtained through an optimization algorithm.

[0097] In one embodiment, preferably, the error function eff of the natural frequency of the floor slab includes:

[0098]

[0099] Among them, RF u represents the second natural frequency, NF u represents the first natural frequency;

[0100] NF u =f(d, Eb)

[0101] Where d represents the thickness of the floor slab and Eb represents the elastic modulus of the floor slab material.

[0102] According to a third aspect of an embodiment of the present disclosure, there is provided a device for establishing a rail transit-soil-structure coupling model, comprising:

[0103] processor;

[0104] a memory for storing processor-executable instructions;

[0105] Wherein, the processor is configured to:

[0106] Determining optimal soil parameters for a rail transit-soil-structure coupling model based on actual vibration responses of multiple underground detection points at a target rail construction site, wherein the soil parameters include soil density, soil elastic modulus parameters, and soil damping;

[0107] Determine the optimal track excitation for the rail transit-soil-structure coupling model based on the actual vibration responses of multiple surface test points at the target track construction site;

[0108] Determine the optimal building structure parameters for the rail transit-soil-structure coupling model based on the actual vibration responses of multiple building structure inspection points at the target rail construction site, where the building structure parameters include: building structure dimensions, boundary conditions, floor slab thickness, and floor slab material elastic modulus;

[0109] Establishing a rail transit-soil-structure coupling model based on the optimal soil parameters, optimal track excitation, and optimal building structure parameters;

[0110] Using the rail transit-soil-structure coupling model, it is determined whether the vibration of the building structure at the target rail construction site exceeds a preset limit.

[0111] The technical solutions provided by the embodiments of the present disclosure may have the following beneficial effects:

[0112] 1) Currently, soil modeling methods all rely on forward modeling through geological survey reports or in-situ soil experiments. This method is simple and easy to operate, and does not require iterative optimization. However, the soil is modeled as a homogeneous material, without considering the anisotropy of the soil or the actual defects of the soil. The soil parameter adjustment method based on multi-point measured vibration response in the present invention utilizes the characteristics of the measured vibration signal that can reflect the defects and anisotropy of the actual soil. By constructing an error function and iteratively optimizing the theoretical model, the actual defects and heterogeneity of the soil are considered from a macroscopic perspective, and a theoretical model that is consistent with the actual model is established.

[0113] 2) Currently, the most advanced method for obtaining rail transit excitation time history is to obtain the vibration excitation time history between the wheel and the track through real-time vibration monitoring technology. Although this method can accurately obtain the excitation at the vibration source, the propagation path in the process of vibration transmission to the building is very complex, and the finite element model cannot accurately reflect the actual propagation path. Therefore, the excitation load established by this method cannot accurately reflect the vibration response near the test site in the model. The track excitation inversion algorithm based on the measured vibration response of multiple measuring points proposed in the present invention starts from the measured vibration response of the test site, uses the characteristics that the measured vibration signal already contains the coupling of complex propagation paths, simplifies the calculation at the macro level, and directly inverts the excitation load that can formally reflect the vibration response of the building by constructing an error function and iteratively optimizing the theoretical model.

[0114] 3.) Currently, structural modeling is performed forward from drawings. However, due to factors such as material degradation and construction errors, the vibration characteristics of the theoretical model and the actual model can differ significantly, affecting the accuracy of the analysis. The proposed multi-point structural micro-vibration response modeling method considers the effects of material degradation and construction errors. By measuring the vibration of the floor slab, constructing an error function, and iteratively optimizing the theoretical model, a theoretical model that reflects the actual structural vibration characteristics is obtained.

[0115] It is to be understood that the foregoing general description and the following detailed description are exemplary and explanatory only and are not restrictive of the disclosure. BRIEF DESCRIPTION OF THE DRAWINGS

[0116] The accompanying drawings, which are incorporated in and constitute a part of this specification, illustrate embodiments consistent with the present disclosure and, together with the description, serve to explain the principles of the present disclosure.

[0117] Figure 1 The present invention is a flowchart of a method for establishing a rail transit-soil-structure coupling model according to an exemplary embodiment.

[0118] Figure 2 is a schematic diagram of a rail transit-soil-structure coupling model according to an exemplary embodiment.

[0119] Figure 3 This is a flowchart of step S101 in a method for establishing a rail transit-soil-structure coupling model according to an exemplary embodiment.

[0120] Figure 4 It is a schematic diagram of a soil parameter adjustment method according to an exemplary embodiment.

[0121] Figure 5 This is a flowchart of step S102 in a method for establishing a rail transit-soil-structure coupling model according to an exemplary embodiment.

[0122] Figure 6 is a schematic diagram of an orbital excitation inversion method according to an exemplary embodiment.

[0123] Figure 7 This is a flowchart of step S103 in a method for establishing a rail transit-soil-structure coupling model according to an exemplary embodiment.

[0124] Figure 8 The figure is a schematic diagram of a vibration response modeling method for a building structure according to an exemplary embodiment.

[0125] Figure 9 It is a block diagram of a device for establishing a rail transit-soil-structure coupling model according to an exemplary embodiment. DETAILED DESCRIPTION

[0126] Exemplary embodiments will be described in detail herein, with examples illustrated in the accompanying drawings. In the following description, when referring to the drawings, identical numerals in different figures represent identical or similar elements, unless otherwise indicated. The embodiments described in the following exemplary embodiments are not intended to represent all possible embodiments consistent with the present disclosure. Rather, they are merely examples of apparatus and methods consistent with certain aspects of the present disclosure, as detailed in the appended claims.

[0127] Figure 1 The present invention is a flowchart of a method for establishing a rail transit-soil-structure coupling model according to an exemplary embodiment.

[0128] like Figure 1 As shown, the method for establishing the rail transit-soil-structure coupling model includes steps S101-S105:

[0129] Step S101, determining optimal soil parameters of a rail transit-soil-structure coupling model based on actual vibration responses of multiple underground detection points at a target rail construction site, wherein the soil parameters include soil density, soil elastic modulus parameters, and soil damping;

[0130] Step S102 , determining the optimal track excitation for the rail transit-soil-structure coupling model based on actual vibration responses of multiple surface detection points at the target track construction site;

[0131] Step S103: determining optimal building structure parameters of the rail transit-soil-structure coupling model based on actual vibration responses of multiple building structure detection points at the target rail construction site, wherein the building structure parameters include: building structure dimensions, boundary conditions, floor slab thickness, and floor slab material elastic modulus;

[0132] Step S104, establishing a rail transit-soil-structure coupling model based on the optimal soil parameters, optimal track excitation, and optimal building structure parameters;

[0133] Step S105 : Using the rail transit-soil-structure coupling model, determine whether the vibration of the building structure of the target rail construction site exceeds a preset limit.

[0134] In an embodiment of the present invention, for soil, the measured vibration signal is used to reflect the defects and anisotropy of the actual soil. By constructing an error function and iteratively optimizing the theoretical model, the actual defects and heterogeneity of the soil are considered from a macroscopic perspective, and a theoretical model that is consistent with the actual model is established. For track excitation, starting from the measured vibration response of the site to be measured, the measured vibration signal already contains the characteristic of complex propagation path coupling, and simplified calculations are performed from a macroscopic level. By constructing an error function and iteratively optimizing the theoretical model, the excitation load that can formally reflect the vibration response of the building is directly inverted. For building structures, the influence of material degradation and construction errors is taken into account. By measuring the vibration on the floor side, constructing an error function and iteratively optimizing the theoretical model, a theoretical model that can reflect the vibration characteristics of the real structure is obtained.

[0135] like Figure 3 As shown, in one embodiment, preferably, step S101 includes:

[0136] Step S301 , when the target track construction site is excited by a hammer, a first vibration acceleration time history of each underground detection point is collected;

[0137] Multiple acceleration sensors are buried in different locations and depths underground, such as Figure 4 As shown, M1 and M2 are excited on the ground surface by a hammer, the excitation point is G1, and the vibration acceleration time history RS of each underground measuring point is collected. i , where i represents the measurement point number.

[0138] Step S302: Conducting geological survey on the soil of the target track construction site to obtain basic mechanical parameters of the soil and establishing a first free-field model;

[0139] Step S303: applying a unit impact load to the free-field model and calculating the impact response of each underground detection point using the Newmark-β method;

[0140] Apply unit impact load GN1 to the free site model and calculate the underground detection point MN using the Newmark-β method i The impulse response NS i The positions of loads and test points in the model should be the same as those in actual situations.

[0141] Step S304, using Fourier transform, respectively calculating the first amplitude spectrum and the second amplitude spectrum corresponding to the vibration acceleration time history and the impact response, and constructing a frequency error function;

[0142] Using Fourier transform, the first amplitude spectrum RSf corresponding to the measured vibration acceleration time history and the numerically calculated shock response is calculated respectively. i and the second amplitude spectrum NSf i , construct the frequency error function ef:

[0143]

[0144] Among them, RSf i represents the first magnitude spectrum, NSf i represents the second magnitude spectrum, ||indeχ_max(RSf i )-index_max(NSf i )||2 represents the function's second norm, index_max(RSf i ) represents the frequency with the largest amplitude in the first amplitude spectrum, index_max(NSf i ) represents the frequency with the largest amplitude in the second amplitude spectrum, and i represents the i-th underground detection point; since the natural frequency Es of the soil is mainly related to the elastic modulus, that is, NSF i =f(Es). Therefore, ef = g(Es), that is, the frequency error function is a related function of the soil elastic modulus. Through the optimization algorithm, we search and find the optimal soil elastic modulus parameter Esopt to minimize the frequency error function.

[0145] Step S305, constructing a time domain error function corresponding to the vibration acceleration time history and the impact response;

[0146] The time domain error function e t include:

[0147]

[0148] Among them, RS i represents the first vibration acceleration time history, NS irepresents the impulse response;

[0149] NS i =f(Es,ζ)

[0150] Wherein, Es represents the elastic modulus of soil, ζ represents the soil damping;

[0151] Step S306 : searching through an optimization algorithm based on the frequency error function and the time domain error function to determine the optimal soil elastic modulus and soil damping.

[0152] The frequency error function and the time domain error function are optimized respectively by an optimization algorithm to find the optimal soil elastic modulus parameter Esopt and the optimal soil damping parameter ζopt.

[0153] like Figure 5 As shown, in one embodiment, preferably, step S102 includes:

[0154] Step S501, collecting a second vibration acceleration time history of ground surface vibration caused by rail transit;

[0155] like Figure 6 As shown, multiple acceleration sensors are arranged at different locations M on the ground near the building site. i , collect the surface vibration acceleration time history RM caused by rail transit i , where i represents the number of the surface detection point.

[0156] Step S502, performing a one-third octave band analysis on the second vibration acceleration time history to obtain a first frequency division vibration level value of each surface detection point;

[0157] The measured ground vibration acceleration time history RM i Perform one-third octave band analysis to obtain the frequency-divided vibration level RVL of each surface detection point i,j , where i represents the number of the surface detection point and j represents the frequency band number.

[0158] Step S503, using finite element analysis to establish a second free-field model of the soil, and using finite element analysis to solve the vibration response acceleration time history of each surface detection point under the combined excitation of multiple unit harmonics;

[0159] Finite element analysis is used to solve the surface detection point MN under multiple unit harmonic combined excitation i Vibration response acceleration time history NM i, where i represents the surface test point number. It should be noted that in the free field model, the relative positions of the surface test points and the excitation should be consistent with the actual measurement point layout. Since the vibration evaluation is performed using a one-third octave band, and indoor vibration evaluation usually only focuses on vibrations in the frequency range of 1 to 80 Hz, the combined excitation input in the free field is composed of a combination of sine waves with a one-third octave band center frequency within the frequency range of 1 to 80 Hz. The center frequencies of the special combined excitations are: 1Hz, 1.25Hz, 1.6Hz, 2Hz, 2.5Hz, 3.15Hz, 4Hz, 5Hz, 6.3Hz, 8Hz, 10Hz, 12.5Hz, 16Hz, 20Hz, 25Hz, 31.5Hz, 40Hz, 50Hz, 63Hz, and 80Hz.

[0160] Step S504: Divide the vibration response acceleration time history into frequency bands of one-third of the frequency band and perform filtering processing, and then calculate the acceleration root mean square value Ai,j in each frequency band.

[0161]

[0162] Where T is the calculation duration, a i，j (t) is the acceleration time history at the i-th surface detection point in the j-th frequency band. To ensure calculation accuracy, the duration T should be no less than the period of the harmonic excitation. Indoor vibration evaluation typically focuses only on ambient vibration within the 1-80 Hz frequency range, so the maximum period of this vibration is 1 second. Therefore, to account for the initial instability of the time-domain integral calculation, the calculation should be performed for at least 1 second after the calculated value stabilizes.

[0163] Furthermore, a i，j (t) can be expressed as:

[0164] a i，j (t) = P j G i，j sin(2πf j t)

[0165] Among them, P j is the jth frequency band, that is, the center frequency is f j The amplification factor of time-simple harmonic excitation. G i，j is the acceleration amplitude of the jth frequency band at the i-th surface detection point, in m / s 2 Therefore, A i，j It can be expressed as follows:

[0166]

[0167] Step S505, calculating the second frequency division extremum value of each surface detection point according to the acceleration root mean square value;

[0168] The second frequency division extremum is calculated using the following formula:

[0169]

[0170] Where i is the number of the surface detection point, j is the center frequency number, and a0 is the reference acceleration (10-6m / s2).

[0171] Therefore, the frequency division level NVL i，j It can be expressed as the simple harmonic excitation amplitude P j and the acceleration amplitude G at the measuring point i，j Function:

[0172] NVL i，j =20lgP j +20lgG i，j -10lg2+120

[0173] Step S506, constructing a vibration level error function eVL, and calculating the error between the first frequency division vibration level value and the second frequency division vibration level value;

[0174]

[0175] Among them, r i Indicates the distance between the surface detection point i and the excitation source.

[0176] Simplifying the above formula, we can get: i，j =20lgG i，j -10lg2+120-RVL i，j

[0177]

[0178] The above formula is about lgP j is a quadratic function, so P j The optimal value of is:

[0179]

[0180]

[0181] Step S507: Obtain the optimal track excitation by minimizing the vibration level error function.

[0182] In one embodiment, preferably, the optimal track excitation Load is calculated using the following formula:

[0183]

[0184] M i，j =20lgGi，j -10lg2+120-RVL i，j

[0185] Among them, G i，j Indicates the acceleration amplitude of the jth frequency band at the i-th surface detection point, RVL i，j Indicates the first frequency division vibration level value of the jth frequency band at the i-th surface detection point, r i Indicates the distance between the i-th surface detection point and the excitation source.

[0186] like Figure 7 As shown, in one embodiment, preferably, step S103 includes:

[0187] Step S701, establishing a finite element model of the building structure according to the building structure drawings of the target track construction site;

[0188] Step S702, performing modal analysis on the finite element model to obtain a first natural frequency of the floor;

[0189] like Figure 8 As shown in the figure, according to the building structure drawings, the finite element model of the structure is established, and the modal analysis of the model is performed to obtain the natural frequency NF of the floor u , where u represents the floor number.

[0190] Step S703, measuring the vibration response of the floor slab under environmental excitation, and calculating the second natural frequency of the floor slab;

[0191] Place an acceleration sensor at the center of the building's floor to measure the floor's vibration response under environmental excitation and calculate its natural frequency RF u .

[0192] Step S704, constructing an error function eff of the natural frequency of the floor slab according to the first natural frequency and the second natural frequency;

[0193]

[0194] Among them, RF u represents the second natural frequency, NF u represents the first natural frequency;

[0195] Step S705 : searching for the optimal floor slab thickness and the optimal floor slab material elastic modulus through an optimization algorithm according to the error function of the floor slab natural frequency.

[0196] The first natural frequency NF of the floor uIt is a function of parameters such as structural dimensions, boundary conditions, and material elastic modulus. The floor slab dimensions and boundary conditions have been determined by the structural drawings, while the floor slab material elastic modulus Eb may vary within a certain range due to the variability of material properties. Therefore, only the floor slab thickness d and the floor slab material elastic modulus Eb can be adjusted here. u =f(d, Eb).

[0197] Through the optimization algorithm, a multi-objective optimization search is performed to find the optimal floor thickness dopt and floor material elastic modulus Eopt to minimize the floor natural frequency error function.

[0198] Figure 9 It is a block diagram of a device for establishing a rail transit-soil-structure coupling model according to an exemplary embodiment.

[0199] like Figure 9 As shown, according to a second aspect of an embodiment of the present disclosure, a device for establishing a rail transit-soil-structure coupling model is provided, comprising:

[0200] a first determination module 91 for determining optimal soil parameters of a rail transit-soil-structure coupling model based on actual vibration responses of multiple underground detection points at a target rail construction site, wherein the soil parameters include soil density, soil elastic modulus parameters, and soil damping;

[0201] A second determination module 92 is configured to determine an optimal track excitation for a rail transit-soil-structure coupling model based on actual vibration responses of a plurality of ground surface detection points at a target track construction site;

[0202] a third determination module 93 for determining optimal building structure parameters of the rail transit-soil-structure coupling model based on actual vibration responses of multiple building structure detection points at the target rail construction site, wherein the building structure parameters include: building structure dimensions, boundary conditions, floor slab thickness, and floor slab material elastic modulus;

[0203] A modeling module 94 is configured to establish a rail transit-soil-structure coupling model based on the optimal soil parameters, the optimal track excitation, and the optimal building structure parameters;

[0204] The fourth determination module 95 is configured to use the rail transit-soil-structure coupling model to determine whether the vibration of the building structure of the target rail construction site exceeds a preset limit.

[0205] In one embodiment, preferably, the first determining module is used to:

[0206] When the target track construction site is excited by a hammer, a first vibration acceleration time history of each underground detection point is collected;

[0207] Conducting geological survey on the soil of the target track construction site to obtain basic mechanical parameters of the soil and establish a first free field model;

[0208] Applying a unit impact load to the free-field model and calculating the impact response of each underground detection point using the Newmark-β method;

[0209] Using Fourier transform, the first amplitude spectrum and the second amplitude spectrum corresponding to the vibration acceleration time history and the impact response are calculated respectively, and the frequency error function is constructed;

[0210] Constructing a time domain error function corresponding to the vibration acceleration time history and the impact response;

[0211] According to the frequency error function and the time domain error function, an optimization algorithm is used to search and determine the optimal soil elastic modulus and soil damping.

[0212] In one embodiment, preferably, searching and determining the optimal soil elastic modulus and soil damping by an optimization algorithm based on the frequency error function and the time domain error function includes:

[0213] The frequency error function ef includes:

[0214]

[0215] Among them, RSf i represents the first magnitude spectrum, NSf i represents the second magnitude spectrum, ||index_max(RSf i )-index_max(NSf i )||2 represents the function's second norm, index_max(RSf i ) represents the frequency with the largest amplitude in the first amplitude spectrum, index_max(NSf i ) represents the frequency with the largest amplitude in the second amplitude spectrum, and i represents the i-th underground detection point;

[0216] NSf i =f(Es)

[0217] Among them, Es represents the elastic modulus of soil;

[0218] The time domain error function e t include:

[0219]

[0220] Among them, RS i represents the first vibration acceleration time history, NS i represents the impulse response;

[0221] NS i =f(Es,ζ)

[0222] Wherein, Es represents the elastic modulus of soil, ζ represents the soil damping;

[0223] The frequency error function and the time domain error function are optimized respectively by an optimization algorithm to find the optimal soil elastic modulus parameter Esopt and the optimal soil damping parameter ζopt.

[0224] In one embodiment, preferably, the second determining module is used to:

[0225] Collect the second vibration acceleration time history of surface vibration caused by rail transit;

[0226] Performing a one-third octave band analysis on the second vibration acceleration time history to obtain a first frequency division vibration level value of each surface detection point;

[0227] The second free field model of the soil is established using finite element analysis, and the vibration response acceleration time history of each surface detection point under multiple unit harmonic combination excitations is solved using finite element analysis.

[0228] Dividing the vibration response acceleration time history into frequency bands of one-third of the frequency band for filtering, and then calculating the acceleration root mean square value in each frequency band;

[0229] Calculating a second frequency division extremum value of each surface detection point according to the acceleration root mean square value;

[0230] Constructing a vibration level error function to calculate the error between the first frequency division vibration level value and the second frequency division vibration level value;

[0231] The optimal track excitation is obtained by minimizing the vibration level error function.

[0232] In one embodiment, preferably, the optimal track excitation Load is calculated using the following formula:

[0233]

[0234] M i，j =20lgG i，j -10lg2+120-RVL i，j

[0235] Among them, G i，j Indicates the acceleration amplitude of the jth frequency band at the i-th surface detection point, RVL i，j It represents the first frequency division vibration level value of the jth frequency band at the i-th surface detection point, and ri represents the distance from the i-th surface detection point to the excitation vibration source.

[0236] In one embodiment, preferably, the third determining module is used to:

[0237] Establishing a finite element model of the building structure according to the building structure drawings of the target track construction site;

[0238] Performing modal analysis on the finite element model to obtain a first natural frequency of the floor slab;

[0239] Measure the vibration response of the floor slab under environmental excitation and calculate the second natural frequency of the floor slab;

[0240] constructing an error function of the natural frequency of the floor slab according to the first natural frequency and the second natural frequency;

[0241] According to the error function of the natural frequency of the floor slab, an optimal floor slab thickness and an optimal elastic modulus of the floor slab material are searched and obtained through an optimization algorithm.

[0242] In one embodiment, preferably, the error function eff of the natural frequency of the floor slab includes:

[0243]

[0244] Among them, RF u represents the second natural frequency, NF u represents the first natural frequency;

[0245] NF u =f(d, Eb)

[0246] Where d represents the thickness of the floor slab and Eb represents the elastic modulus of the floor slab material.

[0247] According to a third aspect of an embodiment of the present disclosure, there is provided a device for establishing a rail transit-soil-structure coupling model, comprising:

[0248] processor;

[0249] a memory for storing processor-executable instructions;

[0250] Wherein, the processor is configured to:

[0251] Determining optimal soil parameters for a rail transit-soil-structure coupling model based on actual vibration responses of multiple underground detection points at a target rail construction site, wherein the soil parameters include soil density, soil elastic modulus parameters, and soil damping;

[0252] Determine the optimal track excitation for the rail transit-soil-structure coupling model based on the actual vibration responses of multiple surface test points at the target track construction site;

[0253] Determine the optimal building structure parameters for the rail transit-soil-structure coupling model based on the actual vibration responses of multiple building structure inspection points at the target rail construction site, where the building structure parameters include: building structure dimensions, boundary conditions, floor slab thickness, and floor slab material elastic modulus;

[0254] Establishing a rail transit-soil-structure coupling model based on the optimal soil parameters, optimal track excitation, and optimal building structure parameters;

[0255] Using the rail transit-soil-structure coupling model, it is determined whether the vibration of the building structure at the target rail construction site exceeds a preset limit.

[0256] It is further understood that in the present disclosure, "plurality" refers to two or more than two, and other quantifiers are similar. "And / or" describes the association relationship of associated objects, indicating that three relationships may exist. For example, A and / or B can mean: A exists alone, A and B exist at the same time, and B exists alone. The character " / " generally indicates that the related objects before and after are in an "or" relationship. The singular forms "a", "the" and "the" are also intended to include the plural forms, unless the context clearly indicates otherwise.

[0257] It will be further understood that the terms "first," "second," and the like are used to describe various types of information, but such information should not be limited to these terms. These terms are used solely to distinguish information of the same type from one another and do not indicate a particular order or level of importance. In fact, the terms "first," "second," and the like are fully interchangeable. For example, first information could be referred to as second information, and similarly, second information could be referred to as first information without departing from the scope of this disclosure.

[0258] It is further understood that although operations are described in a particular order in the drawings in the embodiments of the present disclosure, this should not be construed as requiring that the operations be performed in the particular order shown or in a serial order, or that all of the operations shown be performed to obtain the desired results. In certain circumstances, multitasking and parallel processing may be advantageous.

[0259] Other embodiments of the present disclosure will readily occur to those skilled in the art after considering the specification and practicing the invention disclosed herein. This application is intended to cover any variations, uses, or adaptations of the present disclosure that follow the general principles of the present disclosure and include common knowledge or customary techniques in the art not disclosed herein. The description and examples are to be considered as exemplary only, with the true scope and spirit of the present disclosure being indicated by the following claims.

[0260] It should be understood that the present disclosure is not limited to the exact structures that have been described above and shown in the drawings, and that various modifications and changes can be made without departing from the scope thereof. The scope of the present disclosure is limited only by the appended claims.

Claims

1. A method for establishing a rail transit-soil-structure coupling model, characterized in that: The method comprises: Determining optimal soil parameters for a rail transit-soil-structure coupling model based on actual vibration responses of multiple underground detection points at a target rail construction site, wherein the soil parameters include soil density, soil elastic modulus parameters, and soil damping; Determine the optimal track excitation for the rail transit-soil-structure coupling model based on the actual vibration responses of multiple surface test points at the target track construction site; Determine the optimal building structure parameters for the rail transit-soil-structure coupling model based on the actual vibration responses of multiple building structure inspection points at the target rail construction site, where the building structure parameters include: building structure dimensions, boundary conditions, floor slab thickness, and floor slab material elastic modulus; Establishing a rail transit-soil-structure coupling model based on the optimal soil parameters, optimal track excitation, and optimal building structure parameters; using the rail transit-soil-structure coupling model, determining whether vibration of a building structure at the target rail construction site exceeds a preset limit; Based on the actual vibration responses of multiple underground test points at the target rail construction site, the optimal soil parameters for the rail transit-soil-structure coupling model were determined, including: When the target track construction site is excited by the hammer, the first vibration acceleration time history of each underground detection point is collected; Conducting geological survey on the soil of the target track construction site to obtain basic mechanical parameters of the soil and establish a first free field model; Applying a unit impact load to the free-field model and calculating the impact response of each underground detection point using the Newmark-β method; Using Fourier transform, the first amplitude spectrum and the second amplitude spectrum corresponding to the vibration acceleration time history and the impact response are calculated respectively, and the frequency error function is constructed; Constructing a time domain error function corresponding to the vibration acceleration time history and the impact response; According to the frequency error function and the time domain error function, an optimization algorithm is used to search and determine the optimal soil elastic modulus and soil damping.

2. The method for establishing a rail transit-soil-structure coupling model according to claim 1, characterized in that: According to the frequency error function and the time domain error function, an optimization algorithm is used to search and determine the optimal soil elastic modulus and soil damping, including: The frequency error function ef includes: Among them, RSf i represents the first magnitude spectrum, NSf i represents the second magnitude spectrum, ||index_max(RSf i )-index_max(NSf i )||2 represents the function's second norm, index_max(RSf i ) represents the frequency with the largest amplitude in the first amplitude spectrum, index_max(NSf i ) represents the frequency with the largest amplitude in the second amplitude spectrum, and i represents the i-th underground detection point; NSf i =f(Es) Among them, Es represents the elastic modulus of soil; The time domain error function e t include: Among them, RS i represents the first vibration acceleration time history, NS i represents the impulse response; NS i =f(Es,ζ) Wherein, Es represents the elastic modulus of soil, ζ represents the soil damping; The frequency error function and the time domain error function are optimized respectively by an optimization algorithm to find the optimal soil elastic modulus parameter Esopt and the optimal soil damping parameter ζopt.

3. The method for establishing a rail transit-soil-structure coupling model according to claim 1, characterized in that: Determine the optimal track excitation for the rail transit-soil-structure coupling model based on the actual vibration responses of multiple ground test points at the target track construction site, including: Collect the second vibration acceleration time history of surface vibration caused by rail transit; Performing a one-third octave band analysis on the second vibration acceleration time history to obtain a first frequency division vibration level value of each surface detection point; The second free field model of the soil is established using finite element analysis, and the vibration response acceleration time history of each surface detection point under multiple unit harmonic combination excitations is solved using finite element analysis. Dividing the vibration response acceleration time history into frequency bands of one-third of the frequency band for filtering, and then calculating the acceleration root mean square value in each frequency band; Calculating a second frequency-division vibration level value of each surface detection point according to the acceleration root mean square value; Constructing a vibration level error function to calculate the error between the first frequency division vibration level value and the second frequency division vibration level value; The optimal track excitation is obtained by minimizing the vibration level error function.

4. The method for establishing a rail transit-soil-structure coupling model according to claim 3, characterized in that: The optimal track excitation Load is calculated using the following formula: M i,j =20lg G i,j -10lg2+120-RVL i,j Among them, G i,j Indicates the acceleration amplitude of the jth frequency band at the i-th surface detection point, RVL i,j It represents the first frequency division vibration level value of the jth frequency band at the i-th surface detection point, and ri represents the distance from the i-th surface detection point to the excitation vibration source.

5. The method for establishing a rail transit-soil-structure coupling model according to claim 1, characterized in that: Based on the actual vibration responses of multiple building structure test points at the target rail construction site, the optimal building structure parameters for the rail transit-soil-structure coupling model are determined, including: Establishing a finite element model of the building structure according to the building structure drawings of the target track construction site; Performing modal analysis on the finite element model to obtain a first natural frequency of the floor slab; Measure the vibration response of the floor slab under environmental excitation and calculate the second natural frequency of the floor slab; constructing an error function of the natural frequency of the floor slab according to the first natural frequency and the second natural frequency; According to the error function of the natural frequency of the floor slab, an optimal floor slab thickness and an optimal elastic modulus of the floor slab material are searched and obtained through an optimization algorithm.

6. The method for establishing a rail transit-soil-structure coupling model according to claim 5, characterized in that: The error function eff of the floor natural frequency includes: Among them, RF u represents the second natural frequency, NF u represents the first natural frequency; NF u =f(d,Eb) Where d represents the thickness of the floor slab and Eb represents the elastic modulus of the floor slab material.

7. A device for establishing a rail transit-soil-structure coupling model, characterized in that: The device comprises: a first determination module, configured to determine optimal soil parameters of a rail transit-soil-structure coupling model based on actual vibration responses of multiple underground detection points at a target rail construction site, wherein the soil parameters include soil density, soil elastic modulus parameters, and soil damping; a second determination module for determining an optimal track excitation for a rail transit-soil-structure coupling model based on actual vibration responses of a plurality of surface detection points at a target track construction site; a third determination module, configured to determine optimal building structure parameters of the rail transit-soil-structure coupling model based on actual vibration responses of multiple building structure detection points at the target rail construction site, wherein the building structure parameters include: building structure dimensions, boundary conditions, floor slab thickness, and floor slab material elastic modulus; A modeling module, configured to establish a rail transit-soil-structure coupling model based on the optimal soil parameters, the optimal track excitation, and the optimal building structure parameters; a fourth determination module, configured to determine whether vibration of a building structure at the target rail construction site exceeds a preset limit using the rail transit-soil-structure coupling model; The first determining module is used for: When the target track construction site is excited by a hammer, a first vibration acceleration time history of each underground detection point is collected; Conducting geological survey on the soil of the target track construction site to obtain basic mechanical parameters of the soil and establish a first free field model; Applying a unit impact load to the free-field model and calculating the impact response of each underground detection point using the Newmark-β method; Using Fourier transform, the first amplitude spectrum and the second amplitude spectrum corresponding to the vibration acceleration time history and the impact response are calculated respectively, and the frequency error function is constructed; Constructing a time domain error function corresponding to the vibration acceleration time history and the impact response; According to the frequency error function and the time domain error function, an optimization algorithm is used to search and determine the optimal soil elastic modulus and soil damping.

8. A computer-readable storage medium having computer instructions stored thereon, characterized in that: When the instruction is executed by a processor, the steps of the method according to any one of claims 1 to 6 are implemented.

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