Rail transit environment vibration directional control method

Abstract

The invention provides a rail transit environment vibration directional control method, which comprises the following steps of: designing a nonlinear vibration reduction structure with a linkage dispersion vibration reduction idea, and arranging the nonlinear vibration reduction structure between a rail structure in a tunnel and an upward supply backfill layer and on the side wall of the tunnel; a nonlinear vibration reduction structure-tunnel-soil body coupling semi-analytical power calculation model of a vehicle-rail-linkage dispersion vibration reduction idea is established, simulation of the effect of the nonlinear vibration reduction structure of the linkage dispersion vibration reduction idea is achieved, and by adjusting parameters of the nonlinear vibration reduction structure of the linkage dispersion vibration reduction idea, the nonlinear vibration reduction structure of the linkage dispersion vibration reduction idea is obtained. The optimal design parameters with the expected vibration reduction effect are obtained, and therefore directional control over rail transit environment vibration is achieved. Directional vibration reduction is achieved through the nonlinear vibration reduction structure with the linkage dispersion vibration reduction idea, concentrated excitation of vehicle vibration to the bottom of the tunnel is weakened, vibration is more evenly transmitted to all parts of the tunnel, the vibration reduction effect is high in pertinence, the engineering requirement is met, and the purpose of saving the follow-up operation and maintenance cost can be achieved.

Description

Technical Field

[0001] The present invention belongs to the technical field of tunnel vibration reduction and isolation. Background Art

[0002] The vibration of trains running in tunnels is transmitted to the soil body and the surrounding environment through the track and tunnel structures, which will not only have an adverse impact on residents along the line, precision instruments, high-end equipment, etc., but also cause excessive settlement of the foundation soil body under the action of the cyclic load of the train, and then trigger a series of structural diseases, such as the dislocation, damage, water leakage of tunnel segments, and the void of track slabs, threatening the service safety of the structure as well as the driving safety and comfort.

[0003] Therefore, setting vibration damping elements with relatively low stiffness between track structures is one of the main means of rail transit vibration reduction. At present, the vibration conduction to the bottom of the tunnel is mainly weakened through vibration damping materials and designs. However, the effect of vibration damping is often not ideal, and the single vibration damping without dispersing and conducting the vibration, the vibration excitation is mainly concentrated at the bottom of the tunnel. At the same time, the currently proposed vibration damping materials and structures lack theoretical support and cannot rationally utilize the existing technologies according to theoretical guidance in actual design and engineering.

[0004] The current solutions cannot scientifically and effectively solve the safety problems of long-term operation of tunnels and the settlement of the soil body under the tunnel. Summary of the Invention

[0005] In view of the above problems, the present invention proposes a method for directional control of rail transit environmental vibration of a non-linear vibration damping structure based on the idea of linkage and dispersion vibration damping. The non-linear vibration damping structure based on the idea of linkage and dispersion vibration damping is arranged in the inverted arch backfill layer and the side wall of the tunnel structure to weaken and disperse the vibration caused by vehicle driving to the tunnel structure; by establishing a vehicle-track-non-linear vibration damping structure-tunnel-soil coupling semi-analytical dynamic calculation model based on the idea of linkage and dispersion vibration damping, the simulation of the effect of the non-linear vibration damping structure based on the idea of linkage and dispersion vibration damping is realized, and by adjusting the parameters of the non-linear vibration damping structure, the design parameters of the non-linear vibration damping structure based on the idea of linkage and dispersion vibration damping with the desired vibration damping effect are obtained.

[0006] The technical solution of the present invention is as follows: A method for directional control of rail transit environmental vibration, comprising the following steps: Step S1: Design a non-linear vibration damping structure based on the idea of linkage and dispersion vibration damping, and arrange it between the track structure in the tunnel and the inverted arch backfill layer and on the side wall of the tunnel; Step S2: Establish a nonlinear vibration reduction structure - tunnel - soil coupling semi - analytical dynamic calculation model for the vehicle - track - linkage decentralized vibration reduction concept, realize the simulation of the effect of the nonlinear vibration reduction structure of the linkage decentralized vibration reduction concept, and obtain the optimal design parameters for the desired vibration reduction effect by adjusting the parameters of the nonlinear vibration reduction structure of the linkage decentralized vibration reduction concept, so as to achieve the directional control of the vibration in the rail transit environment.

[0007] Based on the above - mentioned technical solution, the present invention has the following beneficial effects: 1. The present invention considers weakening the concentrated excitation of vehicle vibration on the bottom of the tunnel by increasing vibration reduction means and vibration diffusion paths, and transmitting the vibration more evenly to each part of the tunnel.

[0008] 2. The present invention forms a set of directional vibration reduction measures and design methods for the nonlinear vibration reduction structure of the rail transit linkage decentralized vibration reduction concept based on the semi - analytical dynamic calculation model, which is efficient in calculation and has a theoretical basis, and is more efficient than engineering experience judgment and complex numerical simulation calculations.

[0009] 3. The directional vibration reduction measures for the nonlinear vibration reduction structure of the rail transit linkage decentralized vibration reduction concept obtained by the present invention have strong pertinence in vibration reduction effect, meet the engineering needs, and can achieve the purpose of saving subsequent construction costs. Description of the Drawings

[0010] Figure 1 Front view of the nonlinear vibration reduction structure based on the linkage decentralized vibration reduction concept in the embodiment of the present invention.

[0011] Figure 2 Schematic cross - sectional view of the vibration reduction force - transmission frame structure.

[0012] Figure 3 Schematic diagram of the longitudinal layout along the track of the invert nonlinear vibration reduction structure in the embodiment of the present invention under the track slab.

[0013] Figure 4 Partial (transverse) schematic diagram of the invert nonlinear vibration reduction structure in the embodiment of the present invention.

[0014] Figure 5 Schematic diagram of the side - wall nonlinear vibration reduction structure in the embodiment of the present invention.

[0015] Figure 6 Schematic diagram of the overall vibration reduction effect comparison of the present invention.

[0016] Figure 7 Vehicle - track - nonlinear vibration reduction structure - tunnel coupling model diagram of the linkage decentralized vibration reduction concept.

[0017] Figure 8 Tunnel - soil coupling analytical dynamic calculation model diagram.

[0018] Reference Signs: 1 Track, 2 Track slab, 3 Vibration damping force transfer frame, 3-1 Hinge support, 3-2 Vibration damping spring, 3-3 Hinge joint, 4 Vibration damping rubber bearing, 5 Vibration damping rubber pad, 6 Force transfer rod, 7 Invert backfill layer, 8 Middle cornice, 9 Protective cover 10 Nonlinear vibration damping structure with the idea of linkage and dispersion, 11 Target environmental vibration control area, 12 Soil body, 13 Tunnel Specific Embodiments

[0019] The technical solution provided by the present application will be further described below in conjunction with specific embodiments and their accompanying drawings. The advantages and features of the present application will be clearer in combination with the following description.

[0020] The invention proposes a method for directional control of rail transit environmental vibration, which is realized based on the nonlinear vibration damping structure 10 with the idea of linkage and dispersion. The nonlinear vibration damping structure with the idea of linkage and dispersion is arranged between the track structure and the invert backfill layer.

[0021] Step S1: Design a nonlinear vibration damping structure with the idea of linkage and dispersion, which is arranged between the track structure in the tunnel and the invert backfill layer, as well as on the side walls of the tunnel.

[0022] As Figure 1 shown, a nonlinear vibration damping structure based on the idea of linkage and dispersion is designed to consist of two parts: an invert nonlinear vibration damping structure and a side wall nonlinear vibration damping structure.

[0023] The side wall nonlinear vibration damping structure is connected to the invert nonlinear vibration damping structure at the lower part of the side wall of the tunnel 13 to form an integrated linkage.

[0024] The components of the invert nonlinear vibration damping structure and the side wall nonlinear vibration damping structure include a vibration damping force transfer frame 3, a force transfer rod 6, and vibration damping rubber, where: The vibration damping force transfer frame 3 is a damping telescopic structure; The invert nonlinear vibration damping structure is arranged between the invert backfill layer 7 of the tunnel 13 and the track structure. The track structure includes a track slab 2 and a track 1 installed on the track slab. A number of vibration damping force transfer frames 3 are horizontally connected in series through force transfer rods 6 and are distributed longitudinally and transversely along the tunnel, forming a grid-like structure; vibration damping rubber is provided at the connection between the vibration damping force transfer frame 3 and the invert backfill layer 7 of the tunnel 13 and at the connection between the vibration damping force transfer frame 3 and the track slab 2 of the track structure; The side wall nonlinear vibration damping structure is formed by connecting a plurality of vibration damping force transfer frames 3 in series up and down through force transfer rods 6 to the side wall of the tunnel 13, and vibration damping rubber is provided at the connection with the side wall of the tunnel 13; The sidewall non-linear vibration damping structure is connected to the invert non-linear vibration damping structure at the lower part of the sidewall of the tunnel structure, forming an integrated linkage.

[0025] Specifically, as Figure 2 shown, the vibration damping force transfer frame 3 includes eight articulated brackets 3-1, one vibration damping spring 3-2, and six articulated joints 3-3, where: both ends of the vibration damping spring 3-2 are respectively connected to four articulated brackets 3-1 through the articulated joints 3-3. The eight articulated brackets 3-1 are divided into two groups, and each group of four articulated brackets 3-1 is articulated into a rhombus through the articulated joints 3-3, and the axial direction of the vibration damping spring 3-2 is the common diagonal of the two rhombuses.

[0026] The vibration damping force transfer frame 3 has two layout methods, namely vertical layout and horizontal layout, where: when vertically laid out, its vibration damping spring 3-2 is in the vertical direction; when horizontally laid out, its vibration damping spring 3-2 is in the horizontal direction. The vibration damping force transfer frame 3 realizes the transmission of vibration through the rotation of the rhombic articulated brackets and the telescoping of the vibration damping spring.

[0027] Furthermore, the invert non-linear vibration damping structure is arranged between the invert backfill layer 7 of the tunnel 13 and the track structure. Specifically: Multiple groups of series-connected vibration damping force transfer frames 3 are installed in an orderly manner along the track longitudinal direction on the invert backfill layer 7. In each group of series-connected vibration damping force transfer frames 3, several vibration damping force transfer frames 3 are arranged in an alternating manner of vertical layout and horizontal layout, and are horizontally connected to each other through the force transfer rods 6, where: the vertically laid out vibration damping force transfer frame 3 is arranged between the bottom of the track slab 2 and the invert backfill layer 7. Vibration damping rubber pads 5 are fixedly connected to both the bottom of the track slab 2 and the upper part of the invert backfill layer 7. The upper and lower ends of the vertically laid out vibration damping force transfer frame 3 are respectively connected to the vibration damping rubber pads 5 at the bottom of the track slab 2 and the vibration damping rubber pads 5 at the upper part of the invert backfill layer 7; for the horizontally laid out vibration damping force transfer frame 3, its front and rear ends are respectively connected to the adjacent vertically arranged vibration damping force transfer frames 3 through the force transfer rods 6, as Figure 3 shown.

[0028] Horizontally along the track between the bottom of the track slab 2 and the invert backfill layer 7, a horizontally laid out vibration damping force transfer frame 3 is also connected through the force transfer rod 6 between two adjacent vertically laid out vibration damping force transfer frames 3; on both sides of the track slab 2, there is also a horizontally laid out vibration damping force transfer frame 3 respectively. One end of its left and right ends is connected to the vibration damping rubber bearing 4 fixed on the invert backfill layer 7, and the other end is connected to the vertically laid out vibration damping force transfer frame 3 at the bottom edge of the track slab 2 through the force transfer rod 6, as Figure 1 、 Figure 4 shown.

[0029] During application, the number and density of the series-connected vibration damping force transmission frames 3 can be determined as needed. In this embodiment, two groups of series-connected vibration damping force transmission frames 3 are longitudinally installed along the track between the bottom of the track slab 2 and the inverted arch backfill layer 7, and the two groups of series-connected vibration damping force transmission frames 3 are symmetric left and right. The number of the vibration damping force transmission frames 3 and the distance between them can be specifically set according to the actual load and vibration damping requirements. For the vibration damping force transmission frames 3 at different positions, the stiffness, damping coefficient of the vibration damping spring 3-2, and the length of the articulated support 3-1 can all be specifically designed and adjusted.

[0030] In this embodiment, there are two groups of track structures in the tunnel, as Figure 1 shown. The vibration damping force transmission frames 3 arranged transversely on both sides of the track slab 2, one is near the bottom of the tunnel sidewall, and the other is located in the center of the tunnel, and the vibration damping force transmission frames 3 are protected by arranging a protective cover 9 in the inverted arch backfill layer 7 to avoid accidental damage.

[0031] Furthermore, the sidewall non-linear vibration damping structure includes a plurality of alternately arranged vibration damping force transmission frames 3, which are connected in series up and down through the force transmission rod 6. The top of the series body is fixed to the middle eaves 8 of the sidewall, and the bottom of the series body is connected to the vibration damping force transmission frame 3 at the edge position along the track transverse direction in the inverted arch non-linear vibration damping structure through the force transmission rod 6. In this way, the sidewall non-linear vibration damping structure and the inverted arch non-linear vibration damping structure form a linked whole, weakening the concentrated excitation of vehicle vibration on the bottom of the tunnel, and transmitting the vibration more evenly to each part of the tunnel to achieve effective vibration damping and vibration dissipation. In the series body; For the vertically arranged vibration damping force transmission frame 3, its upper and lower ends serve as the connection points for series connection up and down; For the horizontally arranged vibration damping force transmission frame 3, its upper and lower ends serve as the connection points for series connection up and down, and one end of its left and right ends is horizontally connected to the sidewall of the tunnel 13 through the force transmission rod 6, and the force transmission rod 6 and the sidewall of the tunnel 13 are connected through the vibration damping rubber support 4.

[0032] As an embodiment, as Figure 1 、 Figure 5 shown, there are a total of two vibration damping force transmission frames 3, one is vertically arranged, and the other is horizontally arranged. The two are connected in series up and down through the force transmission rod 6 and are connected to the sidewall of the tunnel 13, where: the top vibration damping force transmission frame 3 is vertically arranged, its upper end is connected to the middle eaves 8 of the sidewall, its lower end is connected to the horizontally arranged vibration damping force transmission frame 3 below it through the force transmission rod 6, and the lower end of the horizontally arranged vibration damping force transmission frame 3 is connected to the vibration damping force transmission frame 3 at the edge position along the track transverse direction in the inverted arch non-linear vibration damping structure through the force transmission rod 6; at the same time, one end of the horizontally arranged vibration damping force transmission frame 3 in the left and right directions is horizontally connected to the middle part of the sidewall of the tunnel 13 through the force transmission rod 6. Figure 1 where: are the load acting positions dispersed on the inner wall of the tunnel, It is the corresponding acting angle.

[0033] Furthermore, the connection between the force transfer rod 6 and the vibration damping force transfer frame 3 is hinged. Even further, the force transfer rod 6 is hinged to the hinge joint 3-3 of the vibration damping force transfer frame 3.

[0034] Preferably, the hinge support 3-1 of the vibration damping force transfer frame 3 and the force transfer rod 6 are both steel strip-shaped members.

[0035] Furthermore, the vibration damping rubber bearing 4 and the vibration damping rubber pad 5 are both made of damping rubber materials. The vibration damping rubber bearing 4 is of a columnar structure; the vibration damping rubber pad 5 is a long strip with a certain thickness extending along the longitudinal direction of the tunnel, and its thickness can be adjusted according to the actual carrying capacity and load conditions of the subway.

[0036] Furthermore, the vibration damping force transfer frame 3 and the vibration damping rubber pad 5 are hinged, and the vibration damping force transfer frame 3 and the vibration damping rubber bearing 4 are hinged.

[0037] The non-linear vibration damping structure of the present invention connects multiple vibration damping force transfer frames 3 together through the force transfer rod 6, and combines the vibration damping rubber bearing 4 and the vibration damping rubber pad 5 to disperse the vibration load transmitted by the train through the track and the track slab to various parts of the tunnel, rather than concentrating it on the tunnel invert to cause large-scale vibration of the bottom soil. The dispersed transmission greatly reduces the vibration response to the tunnel invert and the bottom soil, as Figure 6 shown, where the left figure adopts the non-linear vibration damping structure in the present invention, and the right figure does not adopt the non-linear vibration damping structure in the present invention. At the same time, since the structures for transmitting vibration, such as the vibration damping spring 3-2, the vibration damping rubber bearing 4, and the vibration damping rubber pad 5, are all non-linear materials and structures, and the series connection of the vibration damping force transfer frames 3 composed of the vibration damping springs 3-2 also forms a more complex non-linear structure, that is, the tensile mechanical properties and compressive mechanical properties of the vibration damping springs are connected in series. Therefore, energy dissipation can be achieved through the tensile and compressive movements of the vibration damping spring 3-2 to achieve the effect of vibration damping. At the same time, the vibration damping rubber bearing 4 and the vibration damping rubber pad 5 can also play a role in vibration damping during the propagation of vibration.

[0038] The working mechanism of the non-linear vibration damping structure based on the idea of linkage and dispersion of vibration damping is as follows: (1) Energy dissipation mechanism of the combination of the vibration damping force transfer frame 3 and the vibration damping rubber pad 5 When the combination of the vibration damping force transfer frame 3 and the vibration damping rubber pad 5 is subjected to vibration excitation, its stress-strain relationship is non-linear. Compared with linear materials, the internal microstructure and mechanism of non-linear materials can generate more energy dissipation paths.

[0039] When the shock-absorbing force transmission frame 3 and the shock-absorbing rubber pad 5 are combined and deformed, friction and relative sliding occur between the molecular chains. This frictional process converts the vibration energy into heat energy, thus effectively consuming the vibration energy. During the vibration process, due to its complex stress-strain relationship, more internal friction and internal damping are generated, just like setting many "energy traps" inside the material, making the vibration energy continuously consumed inside the structure, playing a role in shock absorption.

[0040] (2)Frequency response characteristics and good shock-absorbing and noise-reducing effects of the combination of the shock-absorbing force transmission frame 3 and the shock-absorbing rubber pad 5 The vibration frequency of traditional linear materials mainly depends on their stiffness and mass, and a large amplitude response will occur near the resonance frequency. Due to the nonlinear stiffness characteristics of nonlinear materials, their vibration frequency will change with the change of amplitude. This enables nonlinear materials to effectively avoid the occurrence of resonance phenomena when facing broadband vibration excitations.

[0041] When the vibration frequency approaches the resonance frequency of linear materials, the vibration amplitude will increase sharply, resulting in intensified vibration. In a similar situation, for the structure of the present invention, due to the nonlinear coupling relationship of the frequency and amplitude of each material and structure (mainly including the shock-absorbing damping spring 3-2 of the shock-absorbing force transmission frame and the shock-absorbing rubber pad 5), it will not exhibit severe resonance like linear materials, but disperses the vibration energy by changing its own frequency response characteristics, thereby achieving a better shock-absorbing effect.

[0042] Shock absorption in each frequency band: The nonlinear characteristics of the shock-absorbing rubber pad 5 enable it to play a shock-absorbing role in a relatively wide frequency range. At different vibration frequencies, the stiffness and damping of the shock-absorbing rubber pad 5 will change accordingly, automatically adjusting the ability to absorb and dissipate vibration energy, thereby effectively suppressing the propagation of vibration and reducing the vibration and noise during operation.

[0043] Vibration isolation in each frequency band: It has excellent isolation effects on vibrations in each frequency band. It can effectively block the transmission of high-frequency vibrations and provide a stable environment in the tunnel.

[0044] Sound insulation and noise reduction: While absorbing vibration energy, it can also reduce the propagation of noise generated by vibration, playing a certain role in sound insulation, improving the acoustic environment in the tunnel and its surroundings, reducing noise pollution, and protecting the physical and mental health of operators and passengers.

[0045] (3)Coordination deformation mechanism of the linkage combined shock-absorbing structure The vibration damping spring 3-2 itself has non-linear mechanical characteristics. By means of the vibration damping force transmission frame structure and the series connection of the force transmission rods 6, the transmitted force is dissipated and transmitted through the tension of the spring in two directions, thus not only achieving vibration damping, but also enabling the force and vibration to be further transmitted to the next vibration damping force transmission frame through coordinated deformation, realizing the coordinated deformation and vibration damping energy dissipation of the entire building structure.

[0046] (4)Adaptability and self-adjustment ability of the linkage combined vibration damping structure Non-linear materials have certain self-adaptive and self-adjustment abilities. Under different vibration intensities and frequencies, non-linear materials can automatically adjust their internal mechanical properties according to the actual vibration conditions. The linkage combined vibration damping structure of the present invention utilizes the self-adaptive and self-adjustment abilities of the vibration damping spring 3-2, the vibration damping rubber bearing 4 and the vibration damping rubber pad 5, enabling non-linear materials to play a vibration damping role flexibly in a complex and changeable vibration environment, having a wider applicability and better vibration damping performance compared with linear materials. At the same time, the ingenious design of the structure can more effectively disperse and bear the vibration load transmitted from the upper track structure.

[0047] Impact buffering: When the structure is suddenly impacted, the vibration damping rubber pad 5 can quickly undergo large deformation, and through non-linear processes such as friction and slip between molecular chains, convert the impact energy into heat energy, thereby dissipating the vibration impact energy, and protecting the vibration damping force transmission frame structure from impact damage; at the same time, the vibration damping force transmission frame can disperse the load longitudinally and transversely to other connected structures through the coordinated deformation mechanism of the linkage combined vibration damping structure, so as to achieve the purpose of transmitting the load and damping vibration while protecting its own structure.

[0048] The structure also has load self-adaptability: its stiffness changes with the magnitude of the load it bears, and can automatically adjust the vibration damping performance according to the actual working conditions. When the load is light, the interaction between structures is small, so it is in a small stiffness state to ensure the flexibility of the equipment; when the load is heavy, the interaction between structures increases, resulting in an increase in stiffness, ensuring effective support and vibration damping, so that the track slab 2 can maintain a stable operating state under different load conditions.

[0049] At the same time, the linkage combined vibration damping structure itself also has multi-directional load-bearing and multi-functional integration: the vibration damping rubber bearing 4, the vibration damping rubber pad 5 and the configuration design of the linkage combined vibration damping structure make it have different stiffnesses in different directions, which can not only prevent radial vibration, but also effectively suppress multi-directional vibrations such as lateral vibration and rotational vibration.

[0050] (5)Vibration dispersion mechanism of the linkage combined vibration damping structure Connect the vibration reduction and force transmission frame structure to the vibration reduction rubber bearing 4 through the force transmission rod 6, etc., to form a vibration dispersion and transmission vibration reduction structure that transmits from the track slab 2 to the inverted arch backfill layer 7 and the middle and lower parts of the tunnel wall. The connection method of the linkage combined vibration reduction structure can effectively disperse and transmit the vibration and displacement of the track slab to the inverted arch backfill layer and the side wall of the tunnel through the coordinated deformation of several vibration reduction and force transmission frames, effectively reducing the vibration response of the tunnel inverted arch and the soil at the arch bottom. At the same time, in the design, by adjusting the angle between the articulated brackets 3-1 of the vibration reduction and force transmission frame and the stiffness of each vibration damping spring 3-2, the load ratio received by each node of the tunnel can be easily adjusted, so as to allocate a reasonable load size for each tunnel node according to actual needs.

[0051] Step S2 realizes the directional control of rail transit environmental vibration based on the nonlinear vibration reduction structure of Step S1.

[0052] The nonlinear vibration reduction structure 10 of the linkage dispersion vibration reduction concept is arranged between the track structure and the inverted arch backfill layer and on the tunnel side wall. The selection and arrangement of design parameters such as its rubber pads, vibration reduction and force transmission frames, and force transmission rods can be optimized according to the target vibration reduction frequency band and the expected vibration reduction effect.

[0053] Establish a vehicle-rail-nonlinear vibration reduction structure of the linkage dispersion vibration reduction concept-tunnel-soil coupled semi-analytical dynamic calculation model, calculate the soil vibration response caused by the passing of a tunnel train, parameterize the vibration reduction effect parameters of the nonlinear vibration reduction structure 10 of the linkage dispersion vibration reduction concept, realize the simulation of the vibration reduction measures effect of the nonlinear vibration reduction structure 10 of the linkage dispersion vibration reduction concept, and obtain the optimal design parameters for the expected vibration reduction effect by adjusting the characteristic parameters of the material, structure, and arrangement of the nonlinear vibration reduction structure 10 of the linkage dispersion vibration reduction concept, so as to realize the directional control of rail transit environmental vibration.

[0054] The implementation method of the directional control of rail transit environmental vibration includes the following steps: Step S21. Obtain rail transit environmental parameters, including: Obtain environmental soil parameters and soil parameters of the target environmental vibration control area 11 according to geological exploration data; And investigate the vehicles passing above the track to obtain vehicle parameters; And obtain track structure parameters according to track structure design; And obtain tunnel 13 parameters according to tunnel structure design; And preliminarily design the design parameters of the nonlinear vibration reduction structure 10 of the linkage dispersion vibration reduction concept; Step S22. Based on the vehicle parameters, track structure parameters, and tunnel 13 parameters obtained in Step S21, establish a conventional vehicle-track-tunnel coupling model, abbreviated as "Model 1", which is used to determine the loads conventionally applied to the inner wall of the tunnel. This model is used in Step S24; And according to the characteristic parameters of the nonlinear vibration reduction structure 10 of the linkage decentralized vibration reduction idea preliminarily designed in Step S21, construct a vehicle-track-nonlinear vibration reduction structure-tunnel coupling model of the linkage decentralized vibration reduction idea, abbreviated as "Model 2", which is used to calculate the loads acting on the inner wall of the tunnel after adopting the nonlinear vibration reduction structure of the linkage decentralized vibration reduction idea. This model is used in Step S25; Step S23. Based on the soil parameters and tunnel 13 parameters obtained in Step S21, through the displacement continuity condition and stress balance condition of the tunnel and the soil, establish a tunnel-soil coupling analytical dynamic calculation model, abbreviated as "Model 3", which is used to couple and calculate the environmental vibration with the loads received by the inner wall of the tunnel in Step S24 and Step S25; Step S24. Based on the "Model 1" constructed in Step S22, determine the loads received by the inner wall of the tunnel, couple the loads received by the inner wall of the tunnel determined by the "Model 1" with the "Model 3" constructed in Step S23, calculate the vibration conditions in the target environmental vibration control area 11 caused by the operation of adjacent tunnel traffic trains, and determine the target vibration reduction frequency band and expected vibration reduction effect; Step S25. Based on the "Model 2" constructed in Step S22, determine the loads received by the inner wall of the tunnel after adopting the nonlinear vibration reduction structure of the linkage decentralized vibration reduction idea, couple the loads received by the inner wall of the tunnel determined by the "Model 2" with the "Model 3" constructed in Step S23, and establish a vehicle-track-nonlinear vibration reduction structure-tunnel-soil coupling semi-analytical dynamic calculation model, abbreviated as "Model 4"; Step S26. According to the target vibration reduction frequency band and expected vibration reduction effect determined in Step S24, use the "Model 4" established in Step S25 to calculate the insertion loss peak frequency band and amplitude of the amplitudes of different design parameters of the nonlinear vibration reduction structure of the linkage decentralized vibration reduction idea in the target environmental vibration control area 11, obtain the law of the vibration reduction characteristics of the nonlinear vibration reduction structure of the linkage decentralized vibration reduction idea changing with the design parameters, and based on this law, strategically adjust the layout design parameters and arrangement methods of the nonlinear vibration reduction structure of the linkage decentralized vibration reduction idea to guide the layout of the nonlinear vibration reduction structure of the linkage decentralized vibration reduction idea to achieve effective directional vibration reduction control.

[0055] Specifically, in Step S21: Obtain the environmental soil parameters and the soil parameters of the target environmental vibration control area 11 according to the geological exploration data, including: the shear wave velocity of each soil layer , the longitudinal wave velocity , the damping ratio , and the corresponding density , the type of the soil around Tunnel 13 n , the layer t where the tunnel is located, the thickness of the soil layer h 1 ,...h n , where h t1 ,h t2 respectively represent the distances from the tunnel center to the upper and lower interfaces of the tunnel soil layer; Investigate the vehicles passing above the track and obtain vehicle parameters, including: vehicle type, the distance between adjacent wheel pairs under the same bogie , the distance between adjacent wheel pairs under two bogies , the overall vehicle length ; Obtain track structure parameters according to the track structure design, including: track mass m r and moment of inertia J ; the mass of the inverted arch backfill layer m s ; the flexural rigidity of the inverted arch backfill layer in the vertical direction E s I v , the flexural rigidity in the horizontal direction E s I h , torsional rigidity GK ; the horizontal distance from the first rail to the center line of the track slab a t1 , the horizontal distance from the second rail to the center line of the track slab a t2 ; the vertical distance from the center line to the bottom of the track slab b b , the vertical flexural rigidity of the track E r I r , the elastic stiffness of the rail pad k r , the natural frequency of the support of the inverted arch backfill layer f n ; Obtain the parameters of Tunnel 13 according to the tunnel structure design, including: shear wave velocity , longitudinal wave velocity , damping ratio , and the corresponding density ; Preliminarily design the non-linear vibration damping structure parameters of the linked and decentralized vibration damping idea, including: the thickness of the vibration damping rubber pad N d , the number of vibration damping force transfer frames isN j , the stiffness of the vibration damping spring K j The number of vibration damping rubber bearings is N t , the layout position of the vibration damping bearings.

[0056] Specifically, the step S22 includes: S221, constructing "Model 1" (as an example, implemented by writing code in MATLAB): For the vehicle-track part in "Model 1", a traditional wheel-rail coupling model is adopted. The vehicle is simulated by multiple harmonic point loads at the wheel pairs acting on the wheel-rail, the track is modeled by a beam model, the rail pad is simulated by spring support, and the inverted arch backfill layer and the tunnel are supported by uniform springs; After coupling the track structure - inverted arch backfill layer, it is "Model 1", as shown in Equation (f-1): (f-1) In the formula: is the track displacement vector; is the inverted arch backfill layer displacement vector, is the force between the track - inverted arch backfill layer; is the conventional load on the tunnel inner wall; is the tunnel inner wall displacement vector; represents the force vector acting on the track; coefficient matrix is a calculation parameter, where j = 1, 2, 3, 4; i = 1, 2; the parameters with the ^ symbol and the parameters with the ~ symbol represent the parameters in the frequency domain and the wavenumber domain respectively, and the parameters with both symbols combined and superimposed are the frequency domain - wavenumber domain parameters; Based on Equation (f-1) for solution, the conventional load on the tunnel inner wall can be obtained: (f-2) In the formula: I 2Ms is the identity matrix of size 2Ms×2Ms; is a matrix of size 2Ms×2Ms, representing the transfer function in the tunnel - soil system; Ms is simplified to the number of spring supports; Coefficient matrix (where: j = 1, 2, 3, 4; i = 1, 2), specifically: Among them, is the frequency response function of the track; I 4 is the identity matrix of size 4×4.

[0057] are respectively the vertical frequency response function and the horizontal frequency response function of the anti-bending of the inverted arch backfill layer, is the frequency response function of the torsion of the inverted arch backfill layer; is the spectral frequency; m r and J are respectively the track mass and the moment of inertia; E s I v and E s I h are respectively the anti-bending stiffness in the vertical direction and the anti-bending stiffness in the horizontal direction of the inverted arch backfill layer, GK is the torsional stiffness; a t1 and a t2 are respectively the horizontal distance from the first rail to the center line of the inverted arch backfill layer and the horizontal distance from the second rail to the center line of the inverted arch backfill layer ；r t is the tunnel radius; b b is the vertical distance from the center line to the bottom of the inverted arch backfill layer; is the wave number in the z direction; M s is the number of spring supports simplified to.

[0058] ~ are the different contact angles of the equivalent spring of the elastic contact between the inverted arch backfill layer and the tunnel; is the central angle of the spring support; where I 2Ms is the unit matrix of size 2Ms×2Ms; k r is the stiffness of the rail pad; among them, the normal support stiffness of the inverted arch backfill layer k n and the shear support stiffness k s and its natural frequency fn They are related by the following expressions: S222. Construct "Model 2" (as an example, implemented by writing code in MATLAB): Simplify the nonlinear vibration reduction structure of the linked and dispersed vibration reduction concept, and parameterize the vibration reduction effect parameters of the nonlinear vibration reduction structure 10 of the linked and dispersed vibration reduction concept. Specifically, simplify the exciting force after vibration reduction of the nonlinear vibration reduction structure of the linked and dispersed vibration reduction concept into an equivalent exciting load directly acting on the inner wall of the tunnel and a load indirectly transmitted to the tunnel through the inverted arch backfill layer, so as to establish "Model 2", as Figure 7 shown.

[0059] Parameterizing the vibration reduction effect parameters of the nonlinear vibration reduction structure 10 of the linked and dispersed vibration reduction concept means establishing a full-scale or reduced-scale tunnel model experiment or numerical model under the application of the nonlinear vibration reduction structure of the linked and dispersed vibration reduction concept in the laboratory: Determine the vibration reduction force transmission frame vibration reduction coefficient and the load position of the structural design according to the preliminary design, and adjust the structural layout to determine the load action positions dispersed on the inner wall of the tunnel (the corresponding action angle ), and the number. The force acting on the inner wall of the tunnel is , and the force exerted by the car body on the track is ; As an example, as Figure 7 , there are 8 load action positions dispersed on the inner wall of the tunnel, that is, the load action positions are ; The corresponding action angle is , and the force acting on the inner wall of the tunnel is . Determine the damage coefficients of each exciting force acting on the corresponding tunnel inner wall load action position on the inner wall of the tunnel after vibration reduction by the vibration reduction force transmission frame and the damping rubber bearing in a single cross-section .... , the load damage coefficient transmitted by the inverted arch backfill layer acting on the inner wall of the tunnel, and the proportion of each load ; Obtain the equivalent exciting load directly acting on the inner wall of the tunnel: (f - 3) Where: is the equivalent exciting load directly acting on the inner wall of the tunnel; is the inner diameter of the tunnel; is the Dirac function; is the excitation frequency; is the spectral frequency; m is the discrete number in cylindrical coordinates; represents the force vector acting on the track; Based on Equation (f-2) and the damage coefficient the load indirectly transmitted to the tunnel through the backfill layer of the upward supply is obtained. Combining with the equivalent excitation load directly acting on the inner wall of the tunnel, the load on the inner wall of the tunnel after vibration reduction and dispersion can be obtained: (f-4) Where: is the load on the inner wall of the tunnel after vibration reduction and dispersion.

[0060] Subsequently, the load on the inner wall of the tunnel after vibration reduction and dispersion determined is substituted into "Model Three" to predict and analyze the environmental vibration after vibration reduction, and to optimize the layout position of the structure, the angle and material of the vibration reduction force transmission frame.

[0061] Specifically, in step S23, the construction process of "Model Three": For the soil body and the tunnel 13 parts in "Model Three", see Figure 8 and its general solution can be obtained by the method of wave function expansion. Figure 8 in which, L 1 ....L n represents the number of soil layers; represents the shear wave velocity of the soil body in each soil layer, represents the longitudinal wave velocity of the soil body in each soil layer, represents the damping ratio of the soil body in each soil layer, represents the density of the soil body in each soil layer; h 1 represents the thickness of the first soil layer, h t1 ,h t2 respectively represent the distances from the tunnel center to the upper and lower interfaces of the layer where the tunnel is located, i.e., the t-th soil layer; the global coordinate system is the xyz Cartesian coordinate system, and x, y, and z are the coordinate axes.

[0062] Among them, the general solution of the soil body: (f-5) In the formula, and respectively represent the displacement and stress of the soil body, and are the upper and lower plane wave functions of the soil body displacement respectively, , are the upper and lower plane wave functions of the soil body stress respectively, is the cylindrical wave function of the soil body displacement, is the cylindrical wave function of the soil body stress, , , are the corresponding unknowns; is the wave number in the y direction; M is the discrete correlation parameter of the cylindrical wave, and 2M + 1 is the number of cylindrical wave discretizations; are the cylindrical coordinate parameters corresponding to the global coordinate system, r represents the perpendicular distance from a point in space to the z-axis, is the angle.

[0063] Among them, the general solution of the tunnel: (f - 6) In the formula, and respectively represent the displacement and stress of the tunnel, , are the inner and outer cylindrical wave functions of the tunnel displacement, , are the inner and outer cylindrical wave functions of the tunnel stress, , are the corresponding unknowns; are the cylindrical coordinate parameters corresponding to the global coordinate system, r represents the perpendicular distance from a point in space to the z-axis, is the angle.

[0064] The stress balance condition and displacement continuity condition at the contact interface between the tunnel and the soil are: (f - 7) In the formula, are the parameters for converting the up-going plane wave and the down-going plane wave into cylindrical waves respectively; represents the outer diameter of the tunnel.

[0065] The stress boundary condition on the inner wall of the tunnel is: (f - 8) In the formula, is the inner diameter of the tunnel; is the load after vibration reduction and dispersion on the inner wall of the tunnel.

[0066] By coupling and solving through the stress balance condition and displacement continuity condition at the contact interface between the tunnel and the soil and the stress boundary condition on the inner wall of the tunnel, the unknowns , , corresponding to the soil displacement and stress can be obtained, and substituting them into the general solution of the soil (f - 5) can obtain the displacement and stress responses of the soil at any position.

[0067] Specifically, the step S24: Couple the "Model One" constructed in step S22 and the "Model Three" established in step S23 through the stress boundary condition on the inner wall of the tunnel. Specifically: Obtain the conventional load Substitute the formula (f-2) into the stress boundary condition of the tunnel inner wall, i.e., formula (f-8), and solve for the unknowns of the corresponding soil displacement and stress and 、 , substitute them into the general solution of the soil body (f-5) to obtain the displacement and stress responses of the soil body at any position; determine the vertical displacement amplitude of the soil body in the target vibration reduction area when the nonlinear vibration reduction structure without linkage and dispersion vibration reduction idea is determined , determine the target vibration reduction frequency band and the expected vibration reduction effect

[0068] Specifically, the step S25: Couple the "Model 2" constructed in step S22 and the "Model 3" established in step S23 through the stress boundary condition of the tunnel inner wall to establish a vehicle-track-nonlinear vibration reduction structure with linkage and dispersion vibration reduction idea-tunnel-soil coupled semi-analytical dynamic calculation model, i.e., "Model 4". Specifically: Substitute the load formula (f-4) obtained on the tunnel inner wall after vibration reduction and dispersion into formula (f-8), and then the "Model 4" can be obtained

[0069] Specifically, the step S26 specifically includes: S261 Calculate the vertical displacement amplitude of the soil body in the target vibration reduction area under different nonlinear vibration reduction structure designs with different linkage and dispersion vibration reduction ideas at different load frequencies through the "Model 4" established in step S25, and combine the vertical displacement amplitude of the soil body in the target vibration reduction area when the nonlinear vibration reduction structure without linkage and dispersion vibration reduction idea obtained in S24 to calculate and determine the insertion loss , as shown in formula (f-9): (f-9) Where: y u ,y l ,x u ,x l represent the longitudinal and transverse boundary coordinates of the target vibration control area; S262 Combine the target vibration reduction frequency band and the expected vibration reduction effect, and compare the peak value, peak position, and frequency band width of the insertion loss in the calculation results of the above step S261; S263 Adjust the design parameters of the nonlinear vibration reduction structure with linkage and dispersion vibration reduction idea according to the comparison results, and repeat steps S261 and S262 until the target vibration reduction frequency band and the expected vibration reduction effect are met. The design parameters include: the number of vibration reduction force transfer frames is N , and the number of vibration reduction rubber bearings is Nt , the layout position of the vibration damping bearing.

[0070] The above description is only a description of the preferred embodiments of the present application, and does not limit the scope of the present application in any way. Any change or modification made by any person skilled in the art based on the technical content disclosed above shall be regarded as an equivalent effective embodiment and fall within the scope of protection of the technical solution of the present application.

Claims

1. A method for directional control of vibration in rail transit environment, characterized in that: The steps include: Step S1: Design a nonlinear vibration reduction structure based on the concept of linkage and decentralized vibration reduction, and set it between the track structure and the backfill layer in the tunnel and on the side wall of the tunnel; Step S2: Establish a semi-analytical dynamic calculation model of the vehicle-track-linked decentralized vibration reduction idea of ​​nonlinear vibration reduction structure-tunnel-soil coupling to simulate the effect of the nonlinear vibration reduction structure of the linked decentralized vibration reduction idea. By adjusting the parameters of the nonlinear vibration reduction structure of the linked decentralized vibration reduction idea, the optimal design parameters of the expected vibration reduction effect are obtained, thereby achieving directional control of rail transit environmental vibration.

2. A rail transit environment vibration directional control method as claimed in claim 1, characterized in that: In step S1: The nonlinear vibration reduction structure based on the linkage dispersed vibration reduction concept is a linkage combined vibration reduction structure composed of an inverted arch nonlinear vibration reduction structure and a side wall nonlinear vibration reduction structure. The components of the inverted arch nonlinear vibration reduction structure and the side wall nonlinear vibration reduction structure include a vibration reduction force transmission frame (3), a force transmission rod (6), and vibration reduction rubber, wherein: The vibration-damping force transmission frame (3) is a damping telescopic structure; The inverted arch nonlinear vibration reduction structure is arranged between the inverted arch backfill layer (7) of the tunnel structure and the track structure, the track structure comprises a track plate (2) and a track (1) mounted on the track plate, a plurality of vibration reduction force transmission frames (3) are horizontally connected in series through force transmission rods (6) and are distributed along the longitudinal and transverse directions of the tunnel to form a grid structure; vibration reduction rubber is arranged at the connection between the vibration reduction force transmission frame (3) and the inverted arch backfill layer (7) of the tunnel structure and at the connection between the vibration reduction force transmission frame (3) and the track plate (2) of the track structure; The side wall nonlinear vibration reduction structure comprises a plurality of vibration reduction force transmission frames (3) connected in series up and down through force transmission rods (6) and connected to the side wall of the tunnel structure, and vibration reduction rubber is arranged at the connection with the side wall of the tunnel structure; The side wall nonlinear vibration reduction structure is connected to the invert nonlinear vibration reduction structure at the lower part of the side wall of the tunnel structure to form a linked whole.

3. A rail transit environment vibration directional control method as claimed in claim 2, characterized in that: The vibration-damping force transmission frame (3) comprises eight articulated brackets (3-1), a vibration-damping spring (3-2), and six articulated joints (3-3), wherein: The two ends of the vibration-damping spring (3-2) are respectively connected to four hinged brackets (3-1) via hinged joints (3-3); the eight hinged brackets (3-1) are divided into two groups, and the four hinged brackets (3-1) in each group are hinged into a rhombus via hinged joints (3-3), and the axial direction of the vibration-damping spring (3-2) is the common diagonal of the two rhombuses; The vibration-damping force transmission frame (3) has two layout modes, namely vertical layout and horizontal layout, wherein: when arranged vertically, the vibration-damping damping spring (3-2) is in a vertical direction; when arranged horizontally, the vibration-damping damping spring (3-2) is in a horizontal direction.

4. A rail transit environment vibration directional control method as claimed in claim 2, characterized in that: The inverted arch nonlinear vibration reduction structure is specifically: A plurality of groups of vibration-damping force transmission frames (3) are sequentially installed in a longitudinal direction of the track on the inverted arch backfill layer (7); in each group of vibration-damping force transmission frames (3) connected in series, a plurality of vibration-damping force transmission frames (3) are arranged in a manner of being arranged vertically and arranged horizontally in an alternating manner, and are horizontally connected to each other via force transmission rods (6), wherein: the vibration-damping force transmission frames (3) arranged vertically are arranged between the bottom of the track plate (2) and the inverted arch backfill layer (7); the bottom of the track plate (2) and the top of the inverted arch backfill layer (7) are both fixedly connected with vibration-damping rubber pads (5); the upper and lower ends of the vibration-damping force transmission frames (3) arranged vertically are respectively connected to the vibration-damping rubber pads (5) at the bottom of the track plate (2) and the vibration-damping rubber pads (5) at the top of the inverted arch backfill layer (7); the front and rear ends of the vibration-damping force transmission frames (3) arranged horizontally are respectively connected to the adjacent vertically arranged vibration-damping force transmission frames (3) via force transmission rods (6); Between the bottom of the track plate (2) and the inverted arch backfill layer (7) along the track transverse direction, a laterally arranged vibration-damping force transmission frame (3) is also connected between two adjacent vertically arranged vibration-damping force transmission frames (3) via a force transmission rod (6); a laterally arranged vibration-damping force transmission frame (3) is also provided on both sides of the track plate (2), one of the left and right ends of the frame is connected to a vibration-damping rubber support (4) fixed on the inverted arch backfill layer (7), and the other end is connected to the vertically arranged vibration-damping force transmission frame (3) at the bottom edge of the track plate (2) via a force transmission rod (6).

5. A rail transit environment vibration directional control method as claimed in claim 2, characterized in that: The side wall nonlinear vibration reduction structure is specifically: It comprises a plurality of vibration-damping force transmission frames (3) arranged alternately, which are connected in series up and down through force transmission rods (6); the top of the series body is fixed to the middle eaves (8) of the side wall; the bottom of the series body is connected to the vibration-damping force transmission frame (3) at the edge position along the horizontal direction of the track in the inverted arch nonlinear vibration-damping structure through the force transmission rods (6); thus, the side wall nonlinear vibration-damping structure and the inverted arch nonlinear vibration-damping structure form a linked whole; in the series body; A vertically arranged vibration-damping force transmission frame (3), whose upper and lower ends serve as connection points in series; A vibration-damping force transmission frame (3) is arranged transversely, and one of its left and right ends is horizontally connected to a side wall of a tunnel structure via a force transmission rod (6), and the force transmission rod (6) and the side wall of the tunnel structure are connected via a vibration-damping rubber support (4).

6. A rail transit environment vibration directional control method as claimed in claim 1, characterized in that: The step S2 comprises the following steps: Step S21. Obtaining rail transit environment parameters, including: Based on the geological survey data, the environmental soil parameters and the soil parameters of the target environmental vibration control area (11) are obtained, including: the shear wave velocity of each soil , longitudinal wave velocity , damping ratio , and the corresponding density ,Tunnel (13)Soil type around the tunnel n , tunnel layer t, soil thickness h 1 ,...h n ,in h t1 ,h t2 Respectively represent the distance from the tunnel center to the upper and lower interfaces of the tunnel soil layer; And investigate the vehicles passing over the track to obtain vehicle parameters, including: vehicle type, distance between adjacent wheels under the same bogie , the distance between adjacent wheelsets under two bogies , vehicle length ; And obtain track structure parameters according to track structure design, including: track quality m r and moment of inertia J ; Provide backfill layer quality m s ; Provide the vertical bending stiffness of the backfill layer E s I v , horizontal bending stiffness E s I h , torsional stiffness GK ; Horizontal distance from the first rail to the center line of the track plate a t1 , the horizontal distance from the second rail to the center line of the track plate a t2 ;Vertical distance from center line to bottom of track plate b b , vertical bending stiffness of track E r I r , elastic stiffness of rail pad k r , supporting the natural frequency of the backfill layer f n ; And obtain tunnel parameters according to tunnel structure design, including: shear wave velocity , longitudinal wave velocity , damping ratio , and the corresponding density ; And the preliminary design of the nonlinear vibration reduction structure (10) with the idea of ​​linkage and distributed vibration reduction, including: the thickness of the vibration reduction rubber pad N d , the number of vibration-damping force transmission brackets is N j , damping spring stiffness K j The number of vibration-damping rubber bearings is N t , the layout position of the vibration reduction bearing; Step S22. Based on the vehicle parameters, track structure parameters, and tunnel parameters obtained in step S21, a conventional vehicle-track-tunnel coupling model, referred to as "Model 1", is established to determine the conventional load applied to the inner wall of the tunnel; According to the characteristic parameters of the nonlinear vibration reduction structure (10) with the linkage decentralized vibration reduction concept preliminarily designed in step S21, a vehicle-track-nonlinear vibration reduction structure with the linkage decentralized vibration reduction concept-tunnel coupling model is constructed, referred to as "Model 2", which is used to calculate the load acting on the inner wall of the tunnel after the nonlinear vibration reduction structure with the linkage decentralized vibration reduction concept is adopted; Step S23. Based on the soil parameters and tunnel parameters obtained in step S21, a tunnel-soil coupling analytical dynamic calculation model is established through the displacement continuity conditions and stress balance conditions of the tunnel and the soil, referred to as "Model 3"; Step S24. Determine the load on the inner wall of the tunnel based on the "Model 1" constructed in step S22, couple the load on the inner wall of the tunnel determined by the "Model 1" with the "Model 3" constructed in step S23, calculate the vibration condition of the target environmental vibration control area (11) caused by the operation of traffic trains in the adjacent tunnel, and determine the target vibration reduction frequency band and the expected vibration reduction effect; Step S25. Based on the "Model 2" constructed in Step S22, the load on the inner wall of the tunnel after the nonlinear vibration reduction structure with the idea of ​​linked decentralized vibration reduction is determined, and the load on the inner wall of the tunnel determined by the "Model 2" is coupled with the "Model 3" constructed in Step S23 to establish a vehicle-track-linked decentralized vibration reduction idea nonlinear vibration reduction structure-tunnel-soil coupling semi-analytical dynamic calculation model, referred to as "Model 4"; Step S26. According to the target vibration reduction frequency band and the expected vibration reduction effect determined in step S24, the "model four" established in step S25 is used to calculate the insertion gain and loss peak frequency band and amplitude of the nonlinear vibration reduction structure design parameters of different linked decentralized vibration reduction concepts on the amplitude of the target environmental vibration control area (11), and the law of the change of the vibration reduction characteristics of the nonlinear vibration reduction structure of the linked decentralized vibration reduction concept with the design parameters is obtained. According to this law, the arrangement design parameters and arrangement method of the nonlinear vibration reduction structure of the linked decentralized vibration reduction concept are strategically adjusted to guide the arrangement of the nonlinear vibration reduction structure of the linked decentralized vibration reduction concept, so as to achieve effective directional vibration reduction control.

7. A rail transit environment vibration directional control method as claimed in claim 6, characterized in that: The step S22 comprises the following steps: S221, build "Model 1" For the vehicle-track part in "Model 1", the traditional wheel-rail coupling model is used. The vehicle is simulated by multiple simple harmonic point loads acting on the wheelset on the wheel and rail. The track adopts a beam model, the rail pad is simulated by spring support, and uniform spring support is used between the backfill layer and the tunnel. The coupled track structure-after providing the backfill layer is "Model 1", see formula (f-1): （f-1） Where: is the orbital displacement vector; is the displacement vector of the backfill layer, Provides inter-layer force between track and backfill; The inner wall of the tunnel is subjected to conventional loads; is the tunnel displacement vector; represents the force vector acting on the track; the coefficient matrix is the calculation parameter, where j=1,2,3,4; i=1,2; the parameters with ^ and ~ respectively represent the parameters in the frequency domain and wave number domain, and the parameters after combining and superimposing these two symbols are the frequency domain-wave number domain parameters; Based on the solution of formula (f-1), the conventional load on the inner wall of the tunnel is obtained: （f-2） Where: I 2Ms is the identity matrix of size 2Ms×2Ms; is a 2Ms×2Ms matrix, representing the transfer function of the tunnel-soil system; Ms is simplified to the number of spring supports; Coefficient Matrix , specifically: in, is the frequency response function of the track; I4 is the identity matrix of size 4×4; They are the vertical frequency response function and horizontal frequency response function of the bending resistance of the backfill layer. is the frequency response function of the backfill layer torsion; is the spectrum frequency; m r and J are the orbital mass and moment of inertia respectively; E s I v and E s I h are the vertical and horizontal bending stiffness of the backfill layer. GK is the torsional stiffness; a t1 and a t2 They are the horizontal distance from the first rail to the center line of the backfill layer and the horizontal distance from the second rail to the center line of the backfill layer. ；r t is the tunnel radius; b b It is the vertical distance from the center line to the bottom of the backfill layer; is the z-direction wave number; M s The number of spring supports is simplified to ; ~ Different contact angles of the backfill layer and the equivalent spring of the tunnel elastic contact; is the center angle of the spring support; I 2Ms is the identity matrix of size 2Ms×2Ms; k r is the stiffness of the rail pad; provides the normal support stiffness of the backfill layer k n and shear support stiffness k s Its natural frequency f n The following expressions are related: S222, build "Model 2" The nonlinear vibration reduction structure of the linkage decentralized vibration reduction idea is simplified, and the vibration reduction effect of the nonlinear vibration reduction structure of the linkage decentralized vibration reduction idea is parameterized; specifically, the exciting force after vibration reduction of the nonlinear vibration reduction structure of the linkage decentralized vibration reduction idea is simplified into the equivalent exciting load directly acting on the inner wall of the tunnel and the load indirectly transmitted to the tunnel through the backfill layer, thereby establishing "Model 2"; The parameterization of the vibration reduction effect of the nonlinear vibration reduction structure of the linkage decentralized vibration reduction concept is to establish a tunnel model experiment or a numerical model under the application of the nonlinear vibration reduction structure of the linkage decentralized vibration reduction concept in a full-scale or scaled manner in the laboratory: Determine the vibration reduction coefficient of the vibration-absorbing force transmission frame and the load position of the structural design according to the preliminary design, and adjust the structural layout to determine the load position dispersed on the inner wall of the tunnel. , and the corresponding action angle ; Determine the damage coefficient of the exciting force acting on the inner wall of the tunnel after the vibration reduction of the single-section internal vibration-damping force transmission frame and the damping rubber bearing through experiments or numerical simulations , .... , the load damage coefficient acting on the backfill layer transferred to the inner wall of the tunnel And load ratio ; The equivalent excitation load acting directly on the inner wall of the tunnel is obtained: （f-3） In the formula, is the equivalent excitation load acting directly on the inner wall of the tunnel; is the inner diameter of the tunnel; is the Dirac function; is the excitation frequency; is the spectrum frequency; m is the discrete number in cylindrical coordinates; represents the force vector acting on the track; Based on formula (f-2), damage coefficient The load indirectly transferred to the tunnel through the backfill layer is obtained, and combined with the equivalent excitation load directly acting on the inner wall of the tunnel, the load on the inner wall of the tunnel after vibration reduction and dispersion is obtained: （f-4） In the formula, It is the load on the inner wall of the tunnel after vibration reduction and dispersion.

8. A rail transit environment vibration directional control method as claimed in claim 6, characterized in that: In step S23, the construction process of "Model Three" is as follows: For the soil and tunnel parts in "Model 3", the general solution is obtained by wave function expansion method; Among them, the general solution of soil is: （f-5） In the formula, and represent the displacement and stress of the soil, respectively. and are the upper and lower plane wave functions of soil displacement, , are the upper and lower plane wave functions of soil stress, is the soil displacement column wave function, is the soil stress column wave function, , , is the corresponding unknown number; is the wave number in the y direction; M is the column wave discrete related parameter, and 2M+1 is the column wave discrete number; is the cylindrical coordinate parameter corresponding to the global coordinate system, r represents the vertical distance from a point in space to the z-axis, is the angle; Among them, the tunnel solution is: （f-6） In the formula, and denote the displacement and stress of the tunnel respectively, , are the inner and outer column wave functions of the tunnel displacement, , are the inner and outer column wave functions of tunnel stress, , is the corresponding unknown number; is the cylindrical coordinate parameter corresponding to the global coordinate system, r represents the vertical distance from a point in space to the z-axis, is the angle; The stress equilibrium condition and displacement continuity condition of the contact interface between the tunnel and the soil are: （f-7） In the formula, are the parameters for converting ascending plane wave and descending plane wave into cylindrical wave respectively; represents the outer diameter of the tunnel; The stress boundary condition of the tunnel wall is: （f-8） In the formula, is the inner diameter of the tunnel; It is the load on the inner wall of the tunnel after vibration reduction and dispersion; The unknowns corresponding to soil displacement and stress are obtained by coupling the stress equilibrium condition and displacement continuity condition of the tunnel-soil contact interface and the tunnel inner wall stress boundary condition. , , , substituting into the general solution of soil (f-5), the displacement and stress response of soil at any position can be obtained.

9. A rail transit environment vibration directional control method as claimed in claim 8, characterized in that: The step S24: The "model 1" constructed in step S22 is coupled with the "model 3" established in step S23 through the stress boundary condition of the tunnel inner wall. Specifically, the conventional load on the tunnel inner wall obtained in step S22 is coupled to the conventional load on the tunnel inner wall obtained in step S23. Substitute equation (f-2) into the tunnel inner wall stress boundary condition, that is, equation (f-8), and solve the unknowns corresponding to soil displacement and stress. , , , substitute into the general solution of soil (f-5) to obtain the displacement and stress response of soil at any position; Determine the vertical displacement amplitude of the soil in the target vibration reduction area when using a nonlinear vibration reduction structure without the idea of ​​linked decentralized vibration reduction , determine the target vibration reduction frequency band and expected vibration reduction effect.

10. A rail transit environment vibration directional control method as claimed in claim 6, characterized in that: The step S26 comprises: S261 Establish "Model 4" through step S25 to calculate the vertical displacement amplitude of the soil in the target vibration reduction area under the nonlinear vibration reduction structure design with different linkage decentralized vibration reduction ideas at different load frequencies , and combined with the nonlinear vibration reduction structure without linkage decentralized vibration reduction idea obtained by S24, the vertical displacement amplitude of the soil in the target vibration reduction area , calculate and determine the insertion profit and loss , as shown in formula (f-9): （f-9） in: y u, y l ,x u ,x l Represents the vertical and horizontal boundary coordinates of the target vibration control area; S262: Combine the target vibration reduction frequency band and the expected vibration reduction effect, and calculate the insertion gain and loss in the calculation result of step S261. The peak value, peak position and frequency band width are compared; S263 Adjust the design parameters of the nonlinear vibration reduction structure based on the idea of ​​linked decentralized vibration reduction according to the comparison results, and repeat steps S261 and S262 until the target vibration reduction frequency band and the expected vibration reduction effect are obtained. The design parameters include: the number of vibration reduction force transmission frames is N , the number of vibration-damping rubber bearings is N t , layout position of vibration damping bearing.

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