An efficient and refined prediction method for indoor vibration of buildings to be built near subways

Abstract

The invention discloses a method for efficiently and finely predicting indoor vibration of a building to be built near a subway, comprising: testing the subway vibration propagation attenuation law on the surface of the area where the foundation of the planned building is located, measuring the subway vibration acceleration time domain data at different distances from the subway line through the test section; establishing a two-dimensional plane finite element model of "tunnel-site soil"; using a subway train load model that can be adjusted and optimized considering frequency spectrum characteristics, and inverting to obtain the subway train load that conforms to the vibration propagation attenuation law of the site soil by comparing the two-dimensional model calculation results with the measured data for multiple times and iterative calculations; establishing a two-dimensional plane finite element model after the building foundation pit is excavated, and calculating and obtaining the subway vibration acceleration at the bottom of the building foundation pit; constructing a three-dimensional finite element model of the building including the underground foundation structure, and using the vibration data of the foundation pit position calculated by the two-dimensional finite element model as the excitation load, so as to realize the rapid and fine calculation and prediction of the indoor subway vibration of the building.

Description

Technical Field

[0001] The present invention relates to the technical field of rail transit vibration and noise, and more particularly to a method for efficiently and finely predicting indoor vibration of a building to be built near a subway. Background Art

[0002] With the rapid development of urban rail transit, the distance between subway lines and surrounding buildings is getting closer and closer, and there are even extreme cases where new buildings cross subway lines. Therefore, before building sensitive buildings near subways, it is necessary to conduct detailed prediction, analysis and evaluation of subway vibration impacts, and formulate scientific and reasonable vibration and noise reduction plans. Numerical simulation calculation methods are commonly used methods for predicting and analyzing indoor vibrations of buildings near subways, which can be generally divided into overall model prediction methods and single building model prediction methods. The overall model prediction method is to build a large-scale three-dimensional numerical simulation model of "subway-geotechnical-building", and calculate the indoor vibration response of the building under the action of subway loads by applying train excitation loads on the subway track model. This method can calculate the vibration response of the entire path of subway vibration propagation, but the calculation model is complex and large, the model construction and calculation cycle is long, and the requirements for operators and computer hardware are extremely high. It is usually difficult to output and store the calculation results of all model unit nodes, and it cannot reflect the post-processing display advantages of numerical simulation; the single building model prediction method, that is, only establish a finite element model of the building structure, use the measured acceleration of surface vibration as the excitation load, and apply it to the base position of the building model to calculate and analyze the vibration response of the building subway. This method has a simple model, small calculation amount, short model construction and calculation time, and can calculate and extract the dynamic response results at all positions of the building model, which can realize fast and refined prediction and analysis of the building structure. However, this method assumes the measured acceleration of surface vibration as the excitation load at the building foundation position. For deeply buried foundation buildings, there are calculation prediction errors caused by the difference between surface vibration and deep buried foundation vibration. It is necessary to propose a prediction and analysis method that truly reflects the actual subway load excitation effect.

[0003] Due to the construction schedule, the above-mentioned overall finite element model is difficult to meet the application requirements of rapid prediction engineering of buildings near subways. The simplified model of a single building can achieve rapid modeling and calculation analysis, and can meet the application efficiency requirements of environmental vibration prediction evaluation and control design of buildings near subways. However, due to the lack of underground vibration test instrumentation and equipment systems, the actual measured data of the site's soil surface vibration is usually assumed to be the subway excitation load applied to the base of the building model. As we all know, most of the foundations of newly built buildings are buried deep, and the general building foundation burial depth can reach more than 10 meters or even more than 20 meters. Since the bottom of the building foundation is closer to the subway line, the vibration at the building foundation is obviously different from the surface vibration. Studies have shown that there is a large difference between surface vibration and underground vibration of the foundation pit. The research team conducted a numerical simulation and comparative analysis of surface vibration and underground vibration of a site near a proposed rail transit underground line. The calculation model uses the same subway train load and geotechnical mechanics parameters to calculate the site's soil surface vibration and the vibration of the bottom of the underground foundation pit after foundation pit excavation. The calculation model and vibration pickup points are as follows Figure 1 The calculation results show that (as shown Figure 2 As shown in the figure, the vibration at the bottom of the foundation pit is significantly greater than the vibration on the ground surface (the maximum difference can reach more than 5dB), and the vibration on the ground surface cannot accurately represent the vibration at the bottom of the foundation pit.

[0004] Therefore, for buildings with deeply buried foundations, directly assuming the measured surface data as the excitation load at the location of the deeply buried foundation will inevitably lead to calculation errors due to inaccurate input loads. It is necessary to propose a loading analysis method that truly reflects the load characteristics of subway trains. Summary of the invention

[0005] In view of this, the present invention provides a method for efficiently and finely predicting indoor vibration of buildings to be built near subways, which can be applicable to the prediction of indoor vibration of buildings near existing subway lines and can solve the problem that deeply buried foundation buildings cannot accurately reflect the analysis characteristics of subway train loads.

[0006] In order to achieve the above object, the present invention adopts the following technical solution:

[0007] The present invention provides a method for efficiently and finely predicting indoor vibration of a building to be built near a subway, comprising the following steps:

[0008] Conduct subway vibration propagation attenuation law tests on the surface of the proposed building foundation area, and measure subway vibration acceleration time domain data at different distances from the subway line through the test section;

[0009] Based on the vibration test site conditions and basic information of the subway line, a two-dimensional plane finite element model of "tunnel-site soil" was established;

[0010] A subway train load model that can be adjusted and optimized considering the spectrum characteristics is used as the excitation load of the two-dimensional plane finite element model. Through multiple comparisons of the two-dimensional model calculation results with the measured data and iterative calculations, the subway train load that conforms to the vibration propagation attenuation law of the site soil is inverted, and the accuracy of the calculation model is verified.

[0011] On the basis of the calculation accuracy verification of the site soil model, a two-dimensional plane finite element model of the building foundation pit after excavation is established to calculate the subway vibration acceleration at the bottom of the building foundation pit;

[0012] According to the building structure drawings and data, build a three-dimensional finite element model of the building including the underground foundation structure;

[0013] The subway vibration acceleration excitation load at the bottom of the building foundation pit is calculated by using a two-dimensional plane finite element model after the building foundation pit is excavated, and applied to the three-dimensional finite element model of the building; the excitation load takes into account the difference in distance between the foundation positions of different buildings and the subway line, and takes into account the traveling wave effect generated by the train operation;

[0014] According to the three-dimensional finite element model of the building and the loading method of the subway vibration acceleration excitation load, dynamic calculation of the subway vibration response in the building is carried out, and refined prediction and analysis of the subway vibration response in different rooms on different floors of the building are carried out.

[0015] Further, the test section is located at or near the center of the building foundation;

[0016] When the building is parallel to the subway, the test section is located at the center of the building foundation, and n measuring points are arranged equidistantly along the test section; among them, the measuring point V1 closest to the subway line and the measuring point V n They are respectively equal to the closest distance and the farthest distance between the outer contour of the building foundation and the subway line;

[0017] When the building is not parallel to the subway, the test section is close to the center of the building foundation, and n measuring points are arranged equidistantly along the test section; among them, the measuring point V1 closest to the subway line and the measuring point V n They are the projection points of the building’s closest and farthest locations from the subway line on the test section.

[0018] Furthermore, the formula of the subway train load model is as follows:

[0019]

[0020] in, is the wheel-rail force of the train wheel at time t, M is the weight of the train borne by the wheel, is the phase difference, Indicates the frequency The amplitude of the sinusoidal force is The value ranges from 1 to 80 Hz, where n is the number of frequencies considered.

[0021] Furthermore, by comparing the two-dimensional model calculation results with the measured data for multiple iterations, the subway train load that conforms to the vibration propagation attenuation law of the site soil is inverted and the accuracy of the calculation model is verified, including:

[0022] (a) Based on the acceleration spectrum characteristics measured at the center of the building foundation, the train load model parameters Assign initial values, and carry out preliminary dynamic calculation of the two-dimensional site soil iron vibration response to obtain the site soil surface vibration acceleration;

[0023] (b) Solve the calculated acceleration spectrum corresponding to the measuring point at the center position and compare it with the measured acceleration spectrum to obtain the ratio of the measured value to the calculated value in the frequency range of 1-80 Hz;

[0024] (c) Based on the comparison between measured and calculated data, the subway load model with different frequencies is Perform optimization and adjustment, and calculate the vibration response of the two-dimensional model subway again with the optimized train load;

[0025] (d) Based on the second calculation result of the site surface acceleration, the acceleration spectrum of the measuring point at the center is compared and checked again; based on the comparison result, the train load model is continuously optimized, and the site soil vibration response calculation and analysis is performed; the train load optimization and simulation calculation are repeated until the train load and model parameters can truly reflect the vibration spectrum characteristics and attenuation law of the building site, and the error between the acceleration level tested at each measuring point and the calculated result is less than the threshold value, which means that the calculation requirements are met;

[0026] (e) During the iterative calculation process, the accuracy of the site soil vibration attenuation law is improved by adjusting the geotechnical material parameters.

[0027] Furthermore, the excitation load takes into account the difference in distance between the foundation positions of different buildings and the subway line, including:

[0028] According to the test section, the test section is evenly spaced with an interval of ∆S, and different load areas are divided. The load a is applied. i (t) is the surface measuring point V i The calculated acceleration time domain data at the base position of the two-dimensional plane finite element model after the excavation of the building foundation pit.

[0029] Furthermore, the excitation load takes into account the traveling wave effect generated by train operation, including:

[0030] According to the direction and speed of the train and the position coordinates of the loading nodes, corresponding delayed input is performed on each loading node.

[0031] It can be seen from the above technical solutions that compared with the prior art, the present invention has the following technical advantages:

[0032] This method improves the efficiency of model building and calculation by only building a finite element model of the building structure; the subway vibration response and distribution characteristics at the building foundation position are inverted through the measured ground surface vibration data of the site, and the calculated underground foundation position vibration is used as the excitation load of the building model. The load application takes into account the influence of factors such as subway distance and train driving status. Compared with traditional methods, the building model excitation load proposed by this technology is more accurate and realistic, and can greatly improve the model prediction calculation accuracy. BRIEF DESCRIPTION OF THE DRAWINGS

[0033] In order to more clearly illustrate the embodiments of the present invention or the technical solutions in the prior art, the drawings required for use in the embodiments or the description of the prior art will be briefly introduced below. Obviously, the drawings described below are only embodiments of the present invention. For ordinary technicians in this field, other drawings can be obtained based on the provided drawings without paying creative work.

[0034] Figure 1 Schematic diagram of the vibration comparison calculation model between the ground surface and the bottom of the foundation pit.

[0035] Figure 2 Schematic diagram of the calculation results of the vibration comparison between the foundation pit and the ground surface.

[0036] Figure 3 A flow chart of the method for efficient and refined prediction of indoor vibration of a building to be built near a subway provided by the present invention.

[0037] Figure 4 This is a schematic diagram of the attenuation test section of a building and a subway line provided by the present invention.

[0038] Figure 5 This is a schematic diagram of the layout of site vibration measurement points provided by the present invention.

[0039] Figure 6 This is a schematic diagram of a two-dimensional plane finite element model for calculating the site soil vibration propagation attenuation law provided by the present invention.

[0040] Figure 7 This is a schematic diagram of a two-dimensional plane finite element model for calculating the vibration propagation attenuation of site soil after excavation of a building foundation pit provided by the present invention.

[0041] Figure 8 This is a schematic diagram of the base node loading distribution of the building model provided by the present invention. DETAILED DESCRIPTION

[0042] The following will be combined with the drawings in the embodiments of the present invention to clearly and completely describe the technical solutions in the embodiments of the present invention. Obviously, the described embodiments are only part of the embodiments of the present invention, not all of the embodiments. Based on the embodiments of the present invention, all other embodiments obtained by ordinary technicians in this field without creative work are within the scope of protection of the present invention.

[0043] Reference Figure 3 As shown, the embodiment of the present invention discloses a method for efficiently and finely predicting indoor vibration of a building to be built near a subway, and the idea is:

[0044] First, the subway vibration propagation distribution law test is carried out at the proposed building site to understand the surface vibration characteristics and distribution law caused by the operation of subway trains, and to serve as the basic data for the subsequent inversion calculation of the vibration at the underground foundation position; then, based on the subway tunnel structure data and the site soil layer distribution and material parameters, a "tunnel-site soil" two-dimensional plane finite element model is established; a subway train load model that can consider the adjustment and optimization of spectral characteristics is adopted, and the subway train load that conforms to the site soil vibration propagation attenuation law is obtained by multiple iterative calculations by comparing the two-dimensional model calculation results with the measured data, and the calculation model accuracy is verified; further, on the basis of the verification of the calculation accuracy of the site soil model, a two-dimensional plane finite element model after the building foundation pit is excavated is established, and the subway vibration response characteristics and distribution law at the bottom of the building foundation pit are calculated; finally, based on the building structure data, a refined three-dimensional finite element model of the building considering the underground foundation structure is constructed, and the vibration data of the foundation pit position calculated by the two-dimensional plane finite element model is used as the building model excitation load. The three-dimensional building model load application considers the influence of factors such as subway vibration distance attenuation and train running state traveling wave effect, thereby realizing the rapid and refined calculation and prediction of the building indoor subway vibration. The specific implementation plans are as follows (1) to (7):

[0045] (1) Test on the current vibration status of the soil surface on the site.

[0046] Based on the project data, a test section of subway vibration propagation attenuation law was conducted on the surface of the area where the proposed building foundation is located (such as Figure 4 As shown in the figure), the subway vibration acceleration time domain signal at different distances from the subway line is measured. The test section is located at the center of the building foundation as much as possible, which can reflect the vibration status of the building foundation site, such as Figure 4 As shown in the figure, the closest measuring point V1 to the subway line and the farthest measuring point V n They are equal to the closest distance and the farthest distance between the building foundation outline and the subway line. When the building is not parallel to the subway, V1 and V n They are the projection points of the building closest to and farthest from the line on the attenuation test section, such as Figure 5 As shown, at V1 and V n Other measuring points are arranged at equal distances ∆S between them. The interval ∆S between measuring points should be 3~5m. The vibration data of subway trains should be tested for no less than 20 vehicles.

[0047] (2) Construction of a two-dimensional model of site soil and iron vibration.

[0048] Based on the vibration test site conditions and basic information of the subway line, a two-dimensional plane finite element model of "tunnel-site soil" was established (such as Figure 6 The model grid division refers to the layout plan of the vibration measurement points on the site to ensure that the model has calculated vibration pickup points at the surface measurement points and the corresponding positions of the foundation pit.

[0049] (3) Train load inversion and calculation model accuracy verification.

[0050] The train load model shown in the following formula is used as the excitation load of the two-dimensional plane model. This model can be adjusted by changing different frequencies. The amplitude is used to adjust the spectral characteristics and size of the train load.

[0051]

[0052] in, is the wheel-rail force of the train wheel at time t, M is the weight of the train borne by the wheel, is the phase difference, Indicates the frequency The amplitude of the sinusoidal force is The value is 1~80Hz, n is the frequency number considered, and subway vibration is generally 80.

[0053] The inverse optimization of the train load model of the above formula can be realized based on the measured data of the site soil. The operation steps are as follows:

[0054] (a) Measure point V based on the center position of the building foundation 中 Measured acceleration spectrum characteristics, train load model parameters Assign initial values, and carry out preliminary dynamic calculation of the two-dimensional site soil iron vibration response to obtain the site soil surface vibration acceleration;

[0055] (b) Solve for the corresponding V 中 The calculated acceleration spectrum of the measuring point position is compared with V 中 The measured acceleration spectrum of the measuring point is compared to obtain the ratio of the measured acceleration value to the calculated value in the frequency range of 1-80Hz;

[0056] (c) Based on the comparison between measured and calculated data, the subway load model with different frequency forces is analyzed. Perform optimization and adjustment, and calculate the vibration response of the two-dimensional model subway again with the optimized train load;

[0057] (d) Based on the second calculation result of the site land surface acceleration, V 中 The acceleration spectrum of the measuring point is used as the calibration data, and the train load model is further adjusted and optimized, and the site soil vibration response calculation and analysis are performed. The train load optimization and simulation calculation are repeated until the train load and model parameters can truly reflect the vibration spectrum characteristics and attenuation law of the building site. The error between the acceleration vibration level tested at each measuring point and the calculation result is less than 5%, which means that the calculation requirements are met;

[0058] (e) During the iterative calculation process, the accuracy of the site soil vibration attenuation law can be improved by adjusting the geotechnical material parameters.

[0059] Among them, V 中 Indicates V1 and V n If n is an even number: V 中 will be V1 and V n If n is an odd number, V 中 will be V1 and V n The (n+1) / 2th measuring point between them.

[0060] (4) Calculate and analyze the subway vibration response and propagation attenuation law of the building base.

[0061] According to the excavation depth and scope of the building foundation, the two-dimensional plane model unit at the location of the building foundation pit is deleted to form a two-dimensional calculation model of the site soil vibration after the building foundation pit is excavated (such as Figure 7 As shown in Figure 3), the model parameters and train loads after calculation accuracy verification are used to calculate and extract the subway vibration response acceleration at the foundation pit location corresponding to the surface measurement point, so as to obtain the subway vibration response and propagation attenuation law at the building foundation pit location at different distances from the subway line.

[0062] The present invention adopts the subway vibration measured data to invert the train wheel-rail force load model and the "tunnel-site soil" two-dimensional plane finite element model iterative calculation and analysis method. Based on the measured site soil surface vibration data, the subway vibration response characteristics and propagation attenuation laws at the building base position are accurately calculated to provide input load data for building indoor vibration prediction.

[0063] (5) Construction of three-dimensional finite element model of the building.

[0064] Based on the building structure drawings and data, a detailed finite element model of the building including the underground foundation structure is established. The building model must truly reflect the structural form, floor level, apartment type, and the geometric shapes and material properties of beams, slabs and columns, and be able to achieve detailed calculations of different room locations on different floors. At the same time, modal analysis is carried out on the building model to understand and verify the self-vibration characteristics and natural frequencies of the overall building structure and the floor slabs.

[0065] (6) Application of subway vibration load to the three-dimensional finite element model of the building.

[0066] The subway vibration acceleration at the foundation pit location calculated by the two-dimensional model is used as the excitation load. Considering the difference in distance between the foundation locations of different buildings and the subway line, the following is used to calculate the vibration acceleration at the foundation pit location: Figure 8 The load distribution method for the building base nodes at different locations is shown in Fig. 1, that is, different load areas are divided according to the spacing ∆S of the surface measurement points, and the load a is applied. i (t) is the surface measuring point V i Time domain data corresponding to the computational acceleration at the base position of the two-dimensional plane finite element model.

[0067] The present invention takes into account the influence of subway vibration at the building base position changing with the distance from the subway line, and performs differentiated load input on the base nodes of the building's three-dimensional finite element model, which can more truly reflect the vibration influence of the subway on different parts of the building.

[0068] In order to consider the traveling wave effect caused by train operation, according to the train travel direction and speed, combined with the position coordinates of the loading node n (x, y), the corresponding delay input is performed on each loading node, such as Figure 8 As shown, assuming that the train is moving in the positive direction of X and the train speed is v, the node with the smallest x-direction of the building foundation is first affected by the subway vibration. Assuming its coordinates are n(x0, y), the delay in applying the load of other nodes n(x, y) should be ∆t= (x-x0) / v.

[0069] The present invention takes into account the influence of the traveling wave effect generated by the train operation, and sets the load input time of nodes in different parts according to the train running direction and speed, which can more truly reflect the influence of the train running status on the vibration of the building.

[0070] The nodes in this step refer to virtual points in the three-dimensional finite element model of the building, which are used to carry the physical information of the model and perform calculations and analysis. For example, the physical information of the model, such as displacement, stress, strain, etc., is carried and calculated and analyzed.

[0071] (7) Dynamic calculation of indoor subway vibration response in buildings.

[0072] Based on the established three-dimensional finite element model of the building and the above-mentioned loading method, dynamic calculation of the building's indoor subway vibration response is carried out, and detailed prediction and analysis of the subway vibration response in different rooms on different floors of the building are carried out.

[0073] The present invention uses a single building finite element model to improve the efficiency of subway vibration impact prediction and analysis, takes into account the difference between surface vibration and building underground base vibration, uses the building base vibration acceleration as the excitation load for calculation model analysis, improves the accuracy of model input load, and achieves efficient, refined and accurate prediction of buildings to be built near subways. In addition, the present invention reflects the vibration of underground sites based on surface vibration, solves the problem of difficulty in actually entering the tunnel for source strength testing, reduces the communication and coordination costs with the track management department, and shortens the prediction cycle.

[0074] The present invention proposes a method for rapid prediction of indoor vibration of a planned building adjacent to an existing subway line. The method is based on the measured data of the site soil surface. By combining the two-dimensional plane finite element model of "tunnel-site soil" with the three-dimensional finite element model of the building, the method can achieve a refined prediction of the indoor vibration of the building, which can solve the dual problems of calculation accuracy and efficiency faced by engineering applications, and reduce the technical and economic costs of vibration prediction of new building subways. Compared with the prediction method of the large-scale three-dimensional integral finite element model of "subway-geotechnical-building", it greatly improves the work efficiency and greatly shortens the prediction cycle; compared with the finite element analysis method of a single building, it improves the calculation error caused by assuming the measured surface vibration data as the input load at the underground foundation position of the building, and fully considers the influence of factors such as distance propagation attenuation and the traveling wave effect of the train running state, which greatly improves the prediction accuracy.

[0075] In this specification, each embodiment is described in a progressive manner, and each embodiment focuses on the differences from other embodiments. The same or similar parts between the embodiments can be referred to each other. For the device disclosed in the embodiment, since it corresponds to the method disclosed in the embodiment, the description is relatively simple, and the relevant parts can be referred to the method part.

[0076] The above description of the disclosed embodiments enables one skilled in the art to implement or use the present invention. Various modifications to these embodiments will be apparent to one skilled in the art, and the general principles defined herein may be implemented in other embodiments without departing from the spirit or scope of the present invention. Therefore, the present invention will not be limited to the embodiments shown herein, but rather to the widest scope consistent with the principles and novel features disclosed herein.

Claims

1. An efficient and refined prediction method for indoor vibration of a building to be built near a subway, characterized in that: The following steps are involved: Conduct subway vibration propagation attenuation law tests on the surface of the proposed building foundation area, and measure subway vibration acceleration time domain data at different distances from the subway line through the test section; Based on the vibration test site conditions and basic information of the subway line, a two-dimensional plane finite element model of "tunnel-site soil" was established; A subway train load model that can be adjusted and optimized considering the spectrum characteristics is used as the excitation load of the two-dimensional plane finite element model. Through multiple comparisons of the two-dimensional model calculation results with the measured data and iterative calculations, the subway train load that conforms to the vibration propagation attenuation law of the site soil is inverted, and the accuracy of the calculation model is verified. On the basis of the calculation accuracy verification of the site soil model, a two-dimensional plane finite element model of the building foundation pit after excavation is established to calculate the subway vibration acceleration at the bottom of the building foundation pit; According to the building structure drawings and data, build a three-dimensional finite element model of the building including the underground foundation structure; The subway vibration acceleration excitation load at the bottom of the building foundation pit is calculated by using a two-dimensional plane finite element model after the building foundation pit is excavated, and applied to the three-dimensional finite element model of the building; the excitation load takes into account the difference in distance between the foundation positions of different buildings and the subway line, and takes into account the traveling wave effect generated by the train operation; According to the three-dimensional finite element model of the building and the loading method of the subway vibration acceleration excitation load, dynamic calculation of the subway vibration response in the building is performed, and refined prediction and analysis of the subway vibration response in different rooms on different floors of the building is performed; The excitation load takes into account the distance difference between the foundation positions of different buildings and the subway line, and the traveling wave effect generated by the train operation, including: a) According to the test section, the test section is evenly spaced at intervals ΔS, and different load areas are divided, and load a is applied. i (t) is the surface measuring point V i The calculated acceleration time domain data at the base position of the two-dimensional plane finite element model corresponding to the building foundation pit excavation; b) According to the direction and speed of the train, combined with the position coordinates of the loading nodes, a corresponding delay input is performed on each loading node, and the delay time Δt = (x-x0) / v, where x0 is the coordinate of the node first affected by the train.

2. The method for highly efficient and refined prediction of indoor vibration of a building to be built near a subway according to claim 1 is characterized in that: The test section is located at or near the center of the building foundation; When the building is parallel to the subway, the test section is located at the center of the building foundation, and n measuring points are arranged equidistantly along the test section; among them, the measuring point V1 closest to the subway line and the measuring point V n They are respectively equal to the closest distance and the farthest distance between the outer contour of the building foundation and the subway line; When the building is not parallel to the subway, the test section is close to the center of the building foundation, and n measuring points are arranged equidistantly along the test section; among them, the measuring point V1 closest to the subway line and the measuring point V n They are the projection points of the building closest and farthest from the subway line on the test section respectively.

3. The method for highly efficient and refined prediction of indoor vibration of a building to be built near a subway according to claim 1 is characterized in that: The formula of the subway train load model is as follows: Where F(t) is the wheel-rail force of the train wheel at time t, M is the weight of the train borne by the wheel, and θ ω is the phase difference, φ(ω) represents the amplitude of the sinusoidal force with a frequency of ω, ω ranges from 1 to 80 Hz, and n is the number of frequencies considered.

4. The method for highly efficient and refined prediction of indoor vibration of a building to be built near a subway according to claim 3 is characterized in that: Through multiple iterations of two-dimensional model calculation results and measured data comparison, the subway train load that conforms to the vibration propagation attenuation law of the site soil is inverted and the accuracy of the calculation model is verified, including: (a) According to the acceleration spectrum characteristics measured at the center of the building foundation, the train load model parameter φ(ω) is assigned an initial value, and a preliminary dynamic calculation of the two-dimensional site ground iron vibration response is carried out to obtain the site ground surface vibration acceleration; (b) Calculate the calculated acceleration spectrum corresponding to the measuring point at the center position and compare it with the measured acceleration spectrum to obtain the ratio of the measured acceleration value to the calculated value in the frequency range of 1-80 Hz; (c) Based on the comparison results of measured and calculated data, the subway load model with different frequencies φ(ω) is optimized and adjusted, and the vibration response of the two-dimensional model subway is calculated again with the optimized train load; (d) Based on the second calculation result of the site soil surface acceleration, it is compared and checked again with the acceleration spectrum of the central position measuring point; according to the comparison result, the train load model is continuously optimized, and the site soil vibration response calculation and analysis are performed; the train load optimization and simulation calculation are repeated until the train load and model parameters can truly reflect the vibration spectrum characteristics and attenuation law of the building site, and the error between the acceleration vibration level tested at each measuring point and the calculation result is less than the threshold value, which means that the calculation requirements are met; (e) During the iterative calculation process, the accuracy of the site soil vibration attenuation law is improved by adjusting the geotechnical material parameters.

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