A vibrating map management system

Abstract

The application discloses a vibration map management system, which comprises a vibration prediction system, a verification system, a data calculation system and a display management system; the vibration prediction system is used for simulating and calculating vibration data caused by train operation along a rail transit line; the verification system is used for obtaining external monitoring data, checking and correcting the vibration data obtained by the vibration prediction system through simulation calculation according to the external monitoring data, and sending the corrected vibration data to the data calculation system; the data calculation system is used for receiving the vibration data, processing the vibration data, obtaining vibration map data required for drawing a vibration map, and storing the vibration map data in a database; and the display management system is used for visually presenting the vibration map data. The application is convenient for urban vibration monitoring, generates a vibration map, and can conveniently and intuitively observe urban vibration conditions.

Description

TECHNICAL FIELD

[0001] The present application belongs to the technical field of urban area environment vibration evaluation, and particularly relates to a vibration map management system. BACKGROUND

[0002] With the development of urban modern transportation, vibration caused by the transportation is increasingly frequent, and the vibration is transmitted to both sides of the road through the ground apron, buildings, etc., which has a huge impact on the adjacent vibration-sensitive precision instruments, equipment, buildings and residents. When the vibration frequency coincides with the natural frequency of some organs of the human body, it will have a harmful effect on the human body. According to the statistics of relevant countries, in addition to factories, enterprises and construction projects, traffic vibration is the most intense in public feedback, so in the process of urban management, the vibration condition of the city is monitored to analyze the vibration of the urban area and to perform the later management operation.

[0003] Vibration and noise are actually accompanied, the greater the vibration, the greater the noise it brings, and the noise generated by the vibration will directly affect the surrounding people living in the surrounding area. Rail transit continues to increase, which not only facilitates the travel of urban residents but also shortens the distance between residents and vibration. Therefore, the vibration and the noise pollution problem caused by the vibration have become an unavoidable problem for improving the quality of urban living. By monitoring the vibration condition of urban rail transit, the vibration condition of the city and the influence of the vibration on the surrounding residents can be checked.

[0004] The existing technology mainly monitors the city through a noise map, and it is difficult to monitor the vibration of rail transit, so it is impossible to directly observe the vibration condition of the city. How to conveniently obtain environmental vibration data and directly display the data, conveniently query the vibration condition and perform city management has become a major issue to be solved at present. SUMMARY

[0005] The present application aims to overcome at least one of the defects in the prior art, and provides a vibration map management system.

[0006] The technical scheme of the present application is implemented as follows: the present application discloses a vibration map management system, which comprises a vibration prediction system, a verification system, a data calculation system and a display management system.

[0007] The vibration prediction system is used for simulating and calculating vibration data caused by train operation along the rail transit line;

[0008] The verification system is used for obtaining external monitoring data, and checking and correcting the vibration data obtained by the vibration prediction system through simulation calculation according to the external monitoring data, and sending the corrected vibration data to the data calculation system;

[0009] The data calculation system is used to receive vibration data, process the vibration data, obtain vibration map data required for drawing vibration maps, and store it in the database;

[0010] The display management system is used to visualize vibration map data.

[0011] Furthermore, the vibration prediction system is used to divide the urban rail transit area into several sections along the longitudinal direction of the line, and to simulate and calculate the ground vibration data of each section.

[0012] Furthermore, the ground vibration data for each cross-section is simulated and calculated, specifically including:

[0013] (1) Based on the vehicle-track coupled dynamics theory, a dynamic model of the vehicle-track-tunnel subsystem is established. Train parameters, track structure parameters, track irregularity information, and track foundation design parameters are input. The frequency domain is solved using stochastic dynamics theory to obtain the support reaction force acting on the fastener, which is the vibration source excitation load.

[0014] (2) The longitudinally linear equivalent of the vibration source excitation load is obtained by using formula 2-1.

[0015] LF(f i )=[P1(f i )+P2(f i )×(1+d) / d]×N b ×N w / L car 2-1

[0016] In the formula: LF(f i P1 and P2 are the equivalent longitudinal uniformly distributed loads; P1 and P2 are the support reactions of the two fasteners adjacent to the bottom of the wheelset, N. b N is the number of bogies per car. w It is the number of bogies per car; L car d is the length of one car, d is the sleeper spacing, and f is the sleeper spacing. i For frequency;

[0017] (3) Determine the lateral influence range of each section, extract the number of soil layers, soil type and thickness information of each soil layer, and obtain the physical parameters of each soil layer, including density, elastic modulus, dynamic elastic modulus, Poisson's ratio and damping parameters.

[0018] (4) Based on harmonic response analysis technology, a 2D frequency domain analysis model of the coupled system of track bed-tunnel-soil at each section is established. The parameters obtained in (3) are input, and the environmental vibration data of each section can be obtained by model calculation.

[0019] Further, the checking system is used to acquire external monitoring data, and the vibration data obtained by the vibration prediction system simulation calculation is checked and corrected according to the external monitoring data, specifically including: the checking system is used to acquire the measured ground vibration A2(t), wherein t represents time; the measured ground vibration A2(t) is subjected to spectrum analysis at the same frequency interval as L F , and A2(f) is obtained, the spectrum of the ground vibration response obtained by the field test and the 2-dimensional frequency domain analysis model is compared, the equivalent longitudinal uniform load is corrected by using the field test result, and the correction coefficient α(f i ) of each frequency is calculated by using formula 2-2.

[0020] α(f i )=A2(f i ) / A1(f i ) 2-2

[0021] The equivalent longitudinal uniform load is corrected by using formula 2-3.

[0022] L' F (f i )=α(f i )[P1(f i )+P2(f i )×(1+d) / d]×N b ×N w / L car 2-3

[0023] In the formula, L' F is the corrected equivalent longitudinal uniform load; P1 and P2 are the fulcrum reaction forces of the two fasteners adjacent to the wheelset; N b is the number of bogies of each vehicle, N w is the number of bogies of each vehicle; L car is the length of one vehicle, d is the sleeper spacing, and f i is the frequency.

[0024] Based on the harmonic response analysis technology, the establishment and solution of the 2-dimensional frequency domain analysis model of the track bed-tunnel-ground subsystem of each section are sequentially completed, and the prediction of the ground vibration data of all sections can be quickly completed, and the load applied in the model is the corrected equivalent longitudinal uniform load L' F obtained by formula 2-3.

[0025] Further, the vibration prediction system is used for receiving an operator input vibration map update instruction, obtaining updated track irregularity information and track structure parameters, or / and, obtaining updated track irregularity information and track structure parameters at every interval set time, simulating and calculating vibration data caused by train operation along the track area by using the updated track irregularity information and track structure parameters, the checking system is used for sending the updated vibration data after correction to the data calculation system, the data calculation system is used for obtaining updated vibration map data according to the updated vibration data, and storing in a database, and the display management system is used for visualizing the updated vibration map data.

[0026] Further, the data calculation system is used for processing the vibration data to obtain vibration map data required for drawing a vibration map, specifically including: the data calculation system is used for performing 1 / 3 octave analysis on the obtained ground vibration data to obtain a vibration influence evaluation index VLzmax of each section.

[0027] Taking the track traffic plane as a longitudinal coordinate and the direction of the ground vertical track traffic plane as a transverse coordinate, the obtained all vibration influence evaluation indexes VLzmax are interpolated and fitted to obtain vibration map data for drawing a vibration map.

[0028] Further, the vibration map management system of the present application further comprises a geographic information system, the geographic information system is used for collecting and digitally converting geographic information and providing the data calculation system, the data calculation system is used for obtaining geographic information data and vibration data, processing and integrating the geographic information data and the vibration data to obtain vibration map data required for drawing a vibration map and storing in a database.

[0029] Further, the display management system is further used for providing a data query function.

[0030] The display management system is further used for providing a measure effect query function.

[0031] The display management system is further used for providing a planning suggestion function.

[0032] The display management system is further used for providing a playback prediction function.

[0033] The display management system is further used for providing an over-standard early warning function.

[0034] Further, the vibration prediction system is used for receiving a vibration reduction measure effect analysis instruction signal, displaying a vibration reduction measure parameter input interface, receiving relevant parameters under the vibration reduction measure condition through the vibration reduction measure parameter input interface, completing the calculation of vibration data under the vibration reduction measure condition, the checking system is used for sending the vibration data under the vibration reduction measure condition after correction to the data calculation system, and the data calculation system is used for receiving the vibration data under the vibration reduction measure condition, and processing vibration map data under the vibration reduction measure condition; the display management system is used for displaying the vibration map under the vibration reduction measure condition and the vibration map under the condition without taking the vibration reduction measure, and a vibration map containing the difference between the two.

[0035] Further, the data calculation system is used for comparing the vibration data under the vibration reduction measure condition with the vibration data under the condition without taking the vibration reduction measure, to obtain the vibration reduction effect of the vibration reduction measure.

[0036] The present application has at least the following beneficial effects:

[0037] The present application divides the urban rail transit along the line region into several sections along the longitudinal direction of the line, then obtains the ground vibration data of each section, then obtains the vibration influence evaluation index after analyzing the vibration data, and finally draws a vibration distribution cloud chart (i.e. vibration map); the overall production process of the vibration map is simple, convenient to use, convenient for intuitive display of vibration data and vibration data exceeding phenomenon, and further convenient for monitoring the influence of rail transit on city vibration and convenient for city management.

[0038] Based on the harmonic response analysis technology, the establishment and solution of the two-dimensional frequency domain analysis model of the track bed-tunnel-ground system of each section are sequentially completed, and the prediction of the ground vibration data of all sections can be quickly completed; using this way to obtain vibration data, the operation is simple and the predicted vibration data has high precision, without the need for staff to collect vibration data for each section, which is efficient and convenient.

[0039] The vibration map can integrate geographic information obtained by the geographic information system, facilitate the fusion and display of vibration data and regional road and building information, and facilitate the checking of vibration distribution; the vibration exceeding limit map obtained by using different colors to represent the vibration influence evaluation index VLzmax exceeding the limit value and not exceeding the limit value is more convenient for observing the exceeding area and the exceeding condition.

[0040] The system of the present application completes the calculation of vibration data under the condition of taking vibration reduction measures by inputting relevant parameters of measures in the vibration prediction system, and then compares the vibration data under the condition without taking measures, to obtain the vibration reduction effect of the vibration reduction measures, and further, the system can repeatedly calculate different combinations of measures and different design parameters of measures until a satisfactory effect is achieved, which makes the engineering measures more effective. BRIEF DESCRIPTION OF DRAWINGS

[0041] In order to more clearly illustrate the technical solutions in the embodiments of the present application or the prior art, the drawings needed to be used in the embodiments or the prior art description will be briefly introduced. Obviously, the drawings in the following description are only some embodiments of the present application, and other drawings can be obtained by those skilled in the art without any creative effort on the basis of these drawings.

[0042] Figure 1 is a principle block diagram of a vibration map management system provided by an embodiment of the present application;

[0043] Figure 2 is a schematic diagram of soil layer distribution and section division of urban rail transit in an embodiment of the present application;

[0044] Figure 3 is Figure 2 schematic diagram of each soil type number and corresponding soil type in the embodiment;

[0045] Figure 4 is a vehicle-track-tunnel subsystem dynamics model of the present application;

[0046] Figure 5 is a two-dimensional frequency domain analysis model of a track bed-tunnel-ground subsystem of the present application;

[0047] Figure 6 is a vibration map case schematic diagram of the present application. DETAILED DESCRIPTION

[0048] The technical solutions in the embodiments of the present application will be described clearly and completely in combination with the drawings in the embodiments of the present application.

[0049] Among the drawings Figure 2 In the drawings, the gray vertical line represents the calculation section division, the gray broken line represents the soil layer interface, the number represents the soil type number corresponding to the soil layer, and the distance between the two adjacent intersection points of the vertical line and the broken line represents the thickness of the soil layer. The soil type corresponding to each soil type number is shown in Figure 3 . Figure 4M c is the mass of the car body; J c is the pitch inertia of the car body; β c is the pitch motion of the car body; z c is the vertical motion of the car body; M t is the mass of the bogie; J t is the pitch inertia of the bogie; β t1 is the pitch motion of the front bogie; β t2 is the pitch motion of the rear bogie; z t1 is the vertical motion of the front bogie; z t2 is the vertical motion of the rear bogie; M w is the mass of the wheelset; z w1 is the vertical motion of the wheelset 1; z w2 is the vertical motion of the wheelset 2; z w3 is the vertical motion of the wheelset 3; z w4 is the vertical motion of the wheelset 4; K s1 is the primary suspension stiffness; C s1 is the primary suspension damping; K s2 is the secondary suspension stiffness; C s2 is the secondary suspension damping; K h is the equivalent spring stiffness of the wheel-rail Hertzian contact; p1 is the wheel-rail force at the wheelset 1; p2 is the wheel-rail force at the wheelset 2; p3 is the wheel-rail force at the wheelset 3; p4 is the wheel-rail force at the wheelset 4; m r is the mass density of the rail; E I is the bending parameter of the rail; z r is the vertical motion of the rail; K p is the fastener spring stiffness; C p is the fastener spring damping; v is the running speed of the train. Embodiment one

[0050] With reference to Figure 1 The embodiment of the present application provides a vibration map management system, which comprises a vibration prediction system, a verification system, a data calculation system and a display management system.

[0051] The vibration prediction system is used for simulating and calculating vibration data caused by train operation along the rail transit line;

[0052] The verification system is used for obtaining external monitoring data, checking and correcting the vibration data obtained by the vibration prediction system according to the external monitoring data, and sending the corrected vibration data to the data calculation system;

[0053] The data calculation system is used for receiving the vibration data, processing the vibration data, obtaining vibration map data required for drawing a vibration map, and storing the vibration map data in a database;

[0054] The display management system is used for visually presenting the vibration map data.

[0055] Further, the vibration prediction system is used to obtain environmental vibration data caused by train operation in a large range along the rail transit line, and the vibration prediction system is composed of a vehicle-rail-tunnel subsystem dynamics model and a track bed-rail foundation-soil dynamic coupling model (i.e. a 2D frequency domain analysis model of a track bed-tunnel-soil coupling system), wherein the input of the vehicle-rail-tunnel subsystem dynamics model includes train parameters, rail structure parameters, track irregularity information and rail foundation parameters, and the input of the track bed-rail foundation-soil dynamic coupling model includes track bed parameters, rail foundation parameters and soil layer parameters.

[0056] Furthermore, the vibration prediction system is used to divide the urban rail transit area into several sections along the longitudinal direction of the line, and to simulate and calculate the ground vibration data of each section.

[0057] In one embodiment, the urban rail transit line area is divided into several sections at intervals of 5 to 10 meters along the longitudinal direction of the line.

[0058] Furthermore, the ground vibration data for each cross-section is simulated and calculated, specifically including:

[0059] (1) A dynamic model of the vehicle-track-tunnel subsystem was established based on the vehicle-track coupled dynamics theory (see Figure 4 As shown), input the train parameters (including vehicle model, moment of inertia and mass of each component, dynamic parameters of each connector, running speed, etc.), track structure parameters (including vibration reduction track structure design parameters or ordinary track structure design parameters), track irregularity information, and track foundation design parameters. Use stochastic dynamics theory to solve in the frequency domain to obtain the support reaction force acting on the fastener, which is the vibration source excitation load.

[0060] (2) The longitudinally linear equivalent of the vibration source excitation load is obtained by using formula 2-1.

[0061] LF(f i )=[P1(f i )+P2(f i )×(1+d) / d]×N b ×N w / L car 2-1

[0062] In the formula: LF(f i P1 and P2 are the equivalent longitudinal uniformly distributed loads (kN / m); P1 and P2 are the support reactions (kN) of the two fasteners adjacent to the wheelset below. b This is the number of bogies per car (Nb=2), N w This refers to the number of bogies per car (Nw=2); L car d is the length of one car (m), d is the sleeper spacing, and f is the sleeper spacing. i Frequency (Hz);

[0063] (3) Determine the lateral influence range of each section, extract the number of soil layers, soil type and thickness information of each soil layer, and obtain the physical parameters of each soil layer, including density, elastic modulus, dynamic elastic modulus, Poisson's ratio and damping parameters.

[0064] (4) Based on harmonic response analysis technology, a 2D frequency domain analysis model of the coupled system of track bed-tunnel-soil at each cross section was established (see Figure 5The input (3) obtains the parameters, and the environmental vibration data of each section can be obtained by model calculation.

[0065] The vibration prediction system, the verification system, and the data calculation system can be arranged in the same computer server. The display management system can also be arranged on the computer server. Of course, the vibration prediction system, the verification system, and the data calculation system can also not be arranged in the same computer server. The display management system can also be arranged on the client, and the client is connected with the server.

[0066] Further, the verification system provides an interface for verifying the vibration prediction model, and the vibration prediction model is verified and corrected through external monitoring data.

[0067] Further, the verification system is used to obtain external monitoring data, and the vibration data obtained by the vibration prediction system through simulation calculation is verified and corrected according to the external monitoring data, specifically including: the verification system is used to obtain the measured ground vibration A2(t), wherein t represents time; the measured ground vibration A2(t) is subjected to spectrum analysis at the same frequency interval as L F , to obtain A2(f), and the spectrum of the ground vibration response obtained by the field test and the 2-dimensional frequency domain analysis model is compared. The equivalent longitudinal uniform load is corrected by using the field test result. The correction coefficient α(f i ) at each frequency is calculated by using formula 2-2.

[0068] α(f i )=A2(f i ) / A1(f i ) 2-2

[0069] The equivalent longitudinal uniform load is corrected by using formula 2-3.

[0070] L' F (f i )=α(f i )[P1(f i )+P2(f i )×(1+d) / d]×N b ×N w / L car 2-3

[0071] In the formula, L' F is the corrected equivalent longitudinal uniform load (kN / m); P1 and P2 are the fulcrum reaction forces of the two fasteners adjacent to the wheelset (kN), N b is the number of bogies of each vehicle (N b =2), and N w is the number of bogies of each vehicle (Nw =2);L car is the length of a vehicle section (m), d is the sleeper spacing, f i is the frequency (Hz);

[0072] Based on the harmonic response analysis technology, the establishment and solution of the two-dimensional frequency domain analysis model of the track bed-tunnel-ground system of each section are sequentially completed (such as the order is the mileage from small to large or from large to small), that is, the prediction of all section ground vibration data can be quickly completed; the load applied in the model is the equivalent longitudinal uniform load L' F .

[0073] Further, the vibration prediction system is used to receive the vibration map update instruction input by the operator to obtain the updated track irregularity information and track structure parameters (such as the vibration prediction system can accept the vibration map update instruction, display an update parameter input interface, and receive relevant update parameters through the update parameter input interface, including track irregularity information and track structure parameters, of course, the vibration prediction system can also obtain updated track irregularity information and track structure parameters and other information from other systems), or / and, the updated track irregularity information and track structure parameters are obtained every set time, the vibration data caused by train operation along the regional rail transit area is simulated and calculated by using the updated track irregularity information and track structure parameters, the calibration system is used to send the updated vibration data to the data calculation system after calibration, the data calculation system is used to obtain updated vibration map data by processing the updated vibration data, and store the vibration map data in the database, and the display management system is used to visually present the updated vibration map data.

[0074] Further, the data calculation system is used to process the vibration data to obtain the vibration map data required for drawing the vibration map, specifically including:

[0075] The data calculation system is used to perform 1 / 3 octave analysis on the obtained ground vibration data (wherein the 1 / 3 octave analysis is performed according to the relevant standards of the current urban regional environmental vibration influence evaluation in China), and obtain the vibration influence evaluation index VLzmax of each section;

[0076] Taking the rail transit plane alignment as the longitudinal coordinate and the direction of the ground perpendicular to the rail transit plane alignment as the transverse coordinate, the obtained all vibration influence evaluation indexes VLzmax are interpolated and fitted to obtain the vibration map data for drawing the vibration map.

[0077] Further, the display management system is used to compare the calculated vibration impact evaluation index VLzmax with the limit value in the existing standard, to determine whether there is a vibration exceeding point, and if so, to record the exceeding point. The display management system is used to represent the vibration impact evaluation index VLzmax value by using different colors and color depths, to draw a distribution map of the vibration impact evaluation index VLzmax, and then to mark the exceeding points.

[0078] Further, the display management system is used to compare the obtained vibration impact VLzmax with the standard limit value of the vibration impact evaluation index VLzmax, and to display the vibration impact evaluation index VLzmax below and above the limit value by using different colors.

[0079] Further, the vibration prediction system is used to receive a vibration reduction measure effect analysis instruction signal, to display a vibration reduction measure parameter input interface, and to receive relevant parameters under the vibration reduction measure condition through the vibration reduction measure parameter input interface, to complete the calculation of the vibration data under the vibration reduction measure condition, the calibration system is used to send the vibration data under the vibration reduction measure condition to the data calculation system after calibration, and the data calculation system is used to receive the vibration data under the vibration reduction measure condition, to process and obtain vibration map data under the vibration reduction measure condition; the display management system is used to display the vibration map under the vibration reduction measure condition and the vibration map under the condition without taking the vibration reduction measure, and a vibration map containing the difference between the two.

[0080] Further, the data calculation system is used to compare the vibration data under the vibration reduction measure condition with the vibration data under the condition without taking the vibration reduction measure, to obtain the vibration reduction effect of the vibration reduction measure.

[0081] Further, the display management system is used to complete the visual presentation of the data information in the database, and to provide functions such as data query, measure effect query (by inputting the relevant parameters of the measure in the vibration prediction system to complete the calculation of the vibration data under the vibration reduction measure condition), planning suggestion, playback prediction, exceeding warning, etc. Embodiment two

[0082] Referring to Figure 1 The vibration map management system provided by the embodiment of the present application further comprises a geographic information system, the geographic information system is used to collect and digitally convert geographic information, and provide the geographic information to the data calculation system, the data calculation system is used to obtain geographic information data and vibration data, to process and integrate the geographic information data and the vibration data, to obtain vibration map data required for drawing a vibration map, and to store the vibration map data in the database.

[0083] Further, the geographic information system is used to complete the collection and digital conversion of geographic information to form data in the format required for drawing the vibration map, and store in the geographic information database, waiting for the data calculation system to call.

[0084] Further, the database is used to store and integrate the data provided by the geographic information system and the vibration data predicted by the vibration prediction system.

[0085] Further, the data calculation system is used to complete the integration, analysis, interpolation fitting, coordinate conversion, etc. of the geographic information data and the vibration data.

[0086] The display management system is used to complete the visual presentation of the data information in the database, represent the vibration data with different colors and color depths, draw the distribution nephogram of the vibration of the rail transit environment, import (fuse) the geographic information data in the distribution nephogram, fuse and display the geographic information in the area corresponding to the vibration map, obtain the vibration map fused with the geographic information data in the period, and refer to Figure 6 .

[0087] The system of the present application integrates the regional geographic information, the vibration source information and the vibration data information, establishes the information database in the background, and reads and displays in the system. The database established and queryable by the system includes the building (residential, commercial office, industrial enterprise) information database, the road / water system / rail transit information database, the vibration source information database, the grid vibration database, etc., and has the database updating and expanding function, to facilitate the subsequent adjustment and supplement of data.

[0088] For the system shown in Figure 1 , the updating of the vibration source information and the vibration data information in the database is realized by inputting the dynamically updated track irregularity information and track structure parameters in the vibration prediction system. The track irregularity information and the track structure state are real-time changing during the operation of the rail transit to different stages, so that the changes of the service state of the rail transit can be dynamically reflected by updating the track irregularity information and the track structure parameters.

[0089] The system of the present application can obtain the distribution of the vibration in the region along the rail transit during the day and night period, and display in the form of the nephogram, which can intuitively reflect the vibration distribution from the whole, master the high vibration region, judge the exceeding and meeting regions, and compare the vibration changes during the day and night.

[0090] The system of the present application can also be used for the environmental suitability analysis of the land planning along the rail transit. The vibration map management system can not only display, analyze and manage the vibration influence of the built area, but also provide the vibration environmental suitability analysis for the unbuilt area along the rail transit.

[0091] The data calculation system is further configured to, when the to-be-built rail transit line is an extension line of an existing rail transit line, collect vibration data of the existing rail transit line to predict vibration data of the to-be-built rail transit line, so as to obtain the ground vibration data.

[0092] The vibration map of the present application is established on the basis of calculation, and thus can realize the storage, review and prediction functions of noise.

[0093] The above merely describes preferred embodiments of the present application but should not be used to limit the present application, and any modification, equivalent replacement, improvement, etc. made within the spirit and principle of the present application shall be included in the protection scope of the present application.

Claims

1. A vibration map management system, characterized in that: This includes a vibration prediction system, a verification system, a data calculation system, and a display and management system. The vibration prediction system is used to simulate and calculate vibration data caused by train operation in the urban rail transit area, including: dividing the urban rail transit area into several sections along the longitudinal direction of the line, and simulating and calculating the ground vibration data of each section. The simulation calculates ground vibration data for each cross-section, specifically including: A dynamic model of the vehicle-track-tunnel subsystem is established based on the vehicle-track coupled dynamics theory. Train parameters, track structure parameters, track irregularity information, and track foundation design parameters are input. The frequency domain is solved using stochastic dynamics theory to obtain the support reaction force acting on the fastener, which is the vibration source excitation load. The equivalent longitudinal uniformly distributed load L is obtained by performing a longitudinal linear equivalent of the excitation load from the vibration source. F (f i ); The lateral influence range of each section is defined, the number of soil layers, soil type and thickness of each soil layer are extracted, and the physical parameters of each soil layer are obtained, including density, elastic modulus, dynamic elastic modulus, Poisson's ratio and damping parameters. Based on harmonic response analysis technology, a 2D frequency domain analysis model of the coupled system of track bed-tunnel-soil at each cross section is established. By inputting the physical parameters of each soil layer, the environmental vibration data of each cross section can be obtained through model calculation. The verification system is used to acquire external monitoring data, verify and correct the vibration data obtained by the vibration prediction system simulation calculation based on the external monitoring data, and send the corrected vibration data to the data calculation system. Acquire external monitoring data and verify and correct the vibration data obtained from the vibration prediction system simulation based on the external monitoring data. Specifically, this includes: acquiring the measured ground vibration A2(t), where t represents time; and comparing the measured ground vibration A2(t) with L... F A2(f) was obtained by performing spectral analysis at the same frequency interval. The spectra of the ground vibration response obtained from field tests and the solution obtained from the 2D frequency domain analysis model were compared. The field test results were used to evaluate the equivalent longitudinal uniformly distributed load L. F (f i Corrections are made at each frequency, with a correction coefficient α(f) i )for: α(f i )=A2(f i ) / A1(f i ) The equivalent longitudinal uniformly distributed load is corrected using the following formula: L' F (f i )=α(f i )L F (f i )=α(f i )[P1(f i )+P2(f i )×(1+d) / d]×N b ×N w / L car In the formula: L' F The corrected equivalent longitudinal uniformly distributed load; P1 and P2 are the support reactions of the two fasteners adjacent to the bottom of the wheelset, N b N is the number of bogies per car. w It is the number of bogies per car; L car d is the length of one car, d is the sleeper spacing, and f is the sleeper spacing. i For frequency; Based on harmonic response analysis technology, the two-dimensional frequency domain analysis models of the track bed-tunnel-earth subsystem at each cross-section are established and solved sequentially. This allows for the rapid prediction of ground vibration data at all cross-sections. The load applied in the model is the corrected equivalent longitudinal uniformly distributed load L'. F ; The data calculation system is used to receive vibration data, process the vibration data, obtain vibration map data required for drawing vibration maps, and store it in the database; The display management system is used to visualize vibration map data.

2. The vibration map management system as described in claim 1, characterized in that: The vibration prediction system is used to receive vibration map update instructions input by the operator, obtain updated track irregularity information and track structure parameters, or / and obtain updated track irregularity information and track structure parameters at set intervals, and use the updated track irregularity information and track structure parameters to simulate and calculate vibration data caused by train operation in the rail transit area. The verification system is used to correct the updated vibration data and send it to the data calculation system. The data calculation system is used to process the updated vibration data to obtain updated vibration map data and store it in the database. The display management system is used to visualize the updated vibration map data.

3. The vibration map management system as described in claim 1, characterized in that: The data calculation system is used to process vibration data to obtain vibration map data required for drawing vibration maps. Specifically, the data calculation system is used to perform 1 / 3 harmonic analysis on the obtained ground vibration data to obtain the vibration impact evaluation index VLzmax for each cross section. Using the horizontal alignment of the rail transit as the ordinate and the direction perpendicular to the horizontal alignment of the rail transit as the horizontal axis, all the obtained vibration impact evaluation indices VLzmax are interpolated and fitted to obtain vibration map data for drawing vibration maps.

4. The vibration map management system as described in claim 1, characterized in that: It also includes a geographic information system, which is used to collect and digitize geographic information and provide it to a data computing system. The data computing system is used to acquire geographic information data and vibration data, process and integrate the geographic information data and vibration data to obtain vibration map data required for drawing vibration maps, and store it in a database.

5. The vibration map management system as described in claim 1, characterized in that: The display management system is also used to provide data query functions; The display management system is also used to provide a function for querying the effects of measures; The display management system is also used to provide planning suggestion functions; The display management system is also used to provide playback prediction functionality; The display management system is also used to provide an early warning function for exceeding the standard.

6. The vibration map management system as described in claim 1, characterized in that: The vibration prediction system is used to receive vibration reduction measure effect analysis command signals, display vibration reduction measure parameter input interface, and receive relevant parameters under vibration reduction measure conditions through the vibration reduction measure parameter input interface to complete the calculation of vibration data under vibration reduction measure conditions. The verification system is used to correct the vibration data under vibration reduction measure conditions and send it to the data calculation system. The data calculation system is used to receive vibration data under vibration reduction measure conditions and process it to obtain vibration map data under vibration reduction measure conditions. The display management system is used to display the vibration map under vibration reduction measure conditions and the vibration map under conditions without vibration reduction measures, as well as the vibration map containing the difference between the two.

7. The vibration map management system as described in claim 6, characterized in that: The data calculation system is used to compare vibration data under vibration reduction measures with vibration data under conditions without vibration reduction measures to obtain the vibration reduction effect of the vibration reduction measures.

Images