A Method for Directional Control of Environmental Vibration in Rail Transit

Abstract

The present invention provides a method for directional control of vibration in a rail transit environment, which includes the steps of: designing a non-linear vibration reduction structure based on the idea of linked and decentralized vibration reduction, and arranging it between the track structure in the tunnel and the invert backfill layer, as well as on the side walls of the tunnel; establishing a vehicle-track-non-linear vibration reduction structure-tunnel-soil coupled semi-analytical dynamic calculation model based on the idea of linked and decentralized vibration reduction to simulate the effect of the non-linear vibration reduction structure, and obtaining the optimal design parameters for the desired vibration reduction effect by adjusting the parameters of the non-linear vibration reduction structure based on the idea of linked and decentralized vibration reduction, thereby achieving directional control of vibration in the rail transit environment. The present invention realizes directional vibration reduction through the non-linear vibration reduction structure based on the idea of linked and decentralized vibration reduction, weakens the concentrated excitation of vehicle vibration on the bottom of the tunnel, and transmits the vibration more evenly to various parts of the tunnel. The vibration reduction effect is highly targeted and meets the engineering needs, which can achieve the purpose of saving subsequent operation and maintenance costs.

Description

Technical Field

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

[0002] The vibration of a train running in a tunnel is transmitted to the soil body and the surrounding environment through the track and the tunnel structure. It will not only have an adverse impact on the 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 train cyclic load, and then trigger a series of structural diseases, such as the dislocation, damage, water leakage of tunnel segments, and the void of the track slab, threatening the service safety of the structure, as well as the train operation safety and comfort.

[0003] Therefore, setting vibration damping elements with relatively small stiffness between track structures is one of the main means for rail transit vibration reduction. At present, it is mainly through vibration damping materials and designs to weaken the vibration conduction to the bottom of the tunnel. However, the effect of the 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 in the long-term operation of the tunnel and the settlement of the soil body under the tunnel, etc. Summary of the Invention

[0005] Aiming at the above problems, the present invention proposes a method for directional control of rail transit environmental vibration based on a non-linear vibration damping structure with the idea of linkage and dispersion damping. The non-linear vibration damping structure with the idea of linkage and dispersion 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 with the idea of linkage and dispersion damping-tunnel-soil coupling semi-analytical dynamic calculation model, the simulation of the effect of the non-linear vibration damping structure with the idea of linkage and dispersion 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 with the idea of linkage and dispersion damping with the desired vibration damping effect are obtained.

[0006] The technical solution of the present invention is as follows:

[0007] A method for directional control of rail transit environmental vibration, comprising the following steps:

[0008] Step S1: Design a non-linear vibration damping structure with the idea of linkage and dispersion damping, which is arranged between the track structure in the tunnel and the inverted arch backfill layer and on the side wall of the tunnel;

[0009] Step S2: Establish a nonlinear vibration reduction structure - tunnel - soil coupling semi - analytical dynamic calculation model for the vehicle - track - linked and dispersed vibration reduction concept, realize the simulation of the effect of the nonlinear vibration reduction structure of the linked and dispersed 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 linked and dispersed vibration reduction concept, so as to achieve the directional control of the vibration in the rail transit environment.

[0010] Based on the above - mentioned technical solution, the present invention has the following beneficial effects:

[0011] 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.

[0012] 2. The present invention forms a set of directional vibration reduction measures and design methods for the nonlinear vibration reduction structure of the linked and dispersed vibration reduction concept in rail transit that can be used in engineering practice based on the semi - analytical dynamic calculation model. The calculation is efficient and has a theoretical basis, and is more efficient than engineering experience judgment and complex numerical simulation calculations.

[0013] 3. The directional vibration reduction measures for the nonlinear vibration reduction structure of the linked and dispersed vibration reduction concept in rail transit 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. Brief Description of the Drawings

[0014] Figure 1 Front view of the nonlinear vibration reduction structure based on the linked and dispersed vibration reduction concept in the embodiment of the present invention.

[0015] Figure 2 Schematic cross - sectional view of the vibration reduction force - transmission frame structure.

[0016] 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.

[0017] Figure 4 Local (transverse) schematic diagram of the invert nonlinear vibration reduction structure in the embodiment of the present invention.

[0018] Figure 5 Schematic diagram of the side - wall nonlinear vibration reduction structure in the embodiment of the present invention.

[0019] Figure 6 Schematic diagram of the overall vibration reduction effect comparison of the present invention.

[0020] Figure 7 Vehicle - track - nonlinear vibration reduction structure - tunnel coupling model diagram of the linked and dispersed vibration reduction concept.

[0021] Figure 8 Tunnel - soil coupling analytical dynamic calculation model diagram.

[0022] Reference numerals:

[0023] 1 track, 2 track slab, 3 vibration damping force transfer frame, 3-1 articulated support, 3-2 vibration damping spring, 3-3 articulated joint, 4 vibration damping rubber bearing, 5 vibration damping rubber pad, 6 force transfer rod, 7 inverted arch backfill layer, 8 middle cornice, 9 protective cover

[0024] 10 Nonlinear vibration damping structure with the idea of linkage and dispersion of vibration damping, 11 Target environmental vibration control area, 12 soil body, 13 tunnel Specific implementation mode

[0025] The technical solution provided by the present application will be further described below in conjunction with specific embodiments and their accompanying drawings. In combination with the following description, the advantages and features of the present application will become clearer.

[0026] The invention proposes a method for directional control of environmental vibration in rail transit, which is realized by a nonlinear vibration damping structure 10 based on the idea of linkage and dispersion of vibration damping. The nonlinear vibration damping structure with the idea of linkage and dispersion of vibration damping is arranged between the track structure and the inverted arch backfill layer.

[0027] Step S1 Design a nonlinear vibration damping structure with the idea of linkage and dispersion of vibration damping, which is arranged between the track structure in the tunnel and the inverted arch backfill layer, as well as on the side wall of the tunnel.

[0028] As Figure 1 shown, a nonlinear vibration damping structure based on the idea of linkage and dispersion of vibration damping is designed to consist of two parts: an inverted arch nonlinear vibration damping structure and a side wall nonlinear vibration damping structure.

[0029] The side wall nonlinear vibration damping structure is connected to the inverted arch nonlinear vibration damping structure at the lower part of the side wall of the tunnel 13 to form a linked whole.

[0030] The components of the inverted arch 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. Among them:

[0031] The vibration damping force transfer frame 3 is a damping telescopic structure;

[0032] The inverted arch nonlinear vibration damping structure is arranged between the inverted arch 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 inverted arch 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;

[0033] The sidewall non-linear vibration damping structure is formed by connecting multiple vibration damping force transmission frames 3 in series up and down through force transmission rods 6 and then connecting them to the sidewall of the tunnel 13. A vibration damping rubber is provided at the connection with the sidewall of the tunnel 13.

[0034] 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 to form an integrated linkage.

[0035] Specifically, as Figure 2 shown, the vibration damping force transmission frame 3 includes eight hinged brackets 3-1, one vibration damping spring 3-2, and six hinge joints 3-3. Among them: both ends of the vibration damping spring 3-2 are connected to four hinged brackets 3-1 through hinge joints 3-3 respectively. The eight hinged brackets 3-1 are divided into two groups, and each group of four hinged brackets 3-1 is hinged into a rhombus through hinge joints 3-3, and the axial direction of the vibration damping spring 3-2 is the common diagonal of the two rhombuses.

[0036] The vibration damping force transmission frame 3 has two layout methods, namely vertical layout and horizontal layout. Among them: when vertically laid, its vibration damping spring 3-2 is in the vertical direction; when horizontally laid, its vibration damping spring 3-2 is in the horizontal direction. The vibration damping force transmission frame 3 realizes the transmission of vibration through the rotation of the rhombic hinged brackets and the expansion and contraction of the vibration damping spring.

[0037] 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:

[0038] Multiple groups of series-connected vibration damping force transmission frames 3 are installed orderly along the longitudinal direction of the track on the invert backfill layer 7. In each group of series-connected vibration damping force transmission frames 3, several vibration damping force transmission frames 3 are arranged in an alternating manner of vertical layout and horizontal layout, and are horizontally connected to each other through force transmission rods 6. Among them: the vertically arranged vibration damping force transmission 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 arranged vibration damping force transmission 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; the horizontally arranged vibration damping force transmission frame 3 is connected to the adjacent vertically arranged vibration damping force transmission frames 3 through force transmission rods 6 at its front and rear ends, as Figure 3 shown.

[0039] Horizontally along the track between the bottom of the track slab 2 and the inverted arch backfill layer 7, a horizontally arranged vibration damping force transfer frame 3 is also connected by a force transfer rod 6 between two adjacent vertically arranged vibration damping force transfer frames 3; on both sides of the track slab 2, a horizontally arranged vibration damping force transfer frame 3 is respectively provided, one end of the left and right ends thereof is connected to a vibration damping rubber bearing 4 fixed on the inverted arch backfill layer 7, and the other end is connected to the vertically arranged vibration damping force transfer frame 3 at the bottom edge of the track slab 2 through a force transfer rod 6, as Figure 1 , Figure 4 shown.

[0040] In application, the number and density of the groups of the vibration damping force transfer frames 3 connected in series can be determined according to needs. In this embodiment, two groups of vibration damping force transfer frames 3 connected in series are installed longitudinally along the track between the bottom of the track slab 2 and the inverted arch backfill layer 7, and the two groups of vibration damping force transfer frames 3 connected in series are symmetric left and right. The number of the vibration damping force transfer 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 transfer 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.

[0041] In this embodiment, there are two groups of track structures in the tunnel, as Figure 1 shown. Among the horizontally arranged vibration damping force transfer frames 3 on both sides of the track slab 2, one is near the bottom of the tunnel side wall, and the other is located in the center of the tunnel, and the vibration damping force transfer frames 3 are protected by arranging a protective cover 9 on the inverted arch backfill layer 7 to avoid accidental damage.

[0042] Furthermore, the side wall non-linear vibration damping structure includes a plurality of alternately arranged vibration damping force transfer frames 3, which are connected in series up and down by force transfer rods 6. The top of the series body is fixed to the middle cornice 8 of the side wall, and the bottom of the series body is connected to the vibration damping force transfer frame 3 at the edge position along the track horizontally in the inverted arch non-linear vibration damping structure through a force transfer rod 6. In this way, the side wall 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;

[0043] For the vertically arranged vibration damping force transfer frame 3, its upper and lower ends serve as the connection points for series connection up and down;

[0044] For the horizontally arranged vibration damping force transfer 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 side wall of the tunnel 13 through a force transfer rod 6, and the force transfer rod 6 is connected to the side wall of the tunnel 13 through a vibration damping rubber bearing 4.

[0045] As an embodiment, as Figure 1 , Figure 5As shown in the figure, there are two vibration damping force transmission frames 3 in total, one is arranged vertically and the other is arranged horizontally. The two are connected in series up and down through the force transmission rod 6 and are connected to the side wall of the tunnel 13. Among them: the vibration damping force transmission frame 3 at the top is arranged vertically, its upper end is connected to the middle eaves 8 of the side wall, and its lower end is connected to the horizontally arranged vibration damping force transmission frame 3 below it through the force transmission rod 6. 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 transverse direction of the track 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-right direction is horizontally connected to the middle part of the side wall of the tunnel 13 through the force transmission rod 6. Figure 1 Among them: is the position where the load acts on the inner wall of the tunnel, is the corresponding acting angle.

[0046] Furthermore, the connection between the force transmission rod 6 and the vibration damping force transmission frame 3 is hinged. Even further, the force transmission rod 6 is hinged to the hinge joint 3-3 of the vibration damping force transmission frame 3.

[0047] Preferably, the hinge bracket 3-1 of the vibration damping force transmission frame 3 and the force transmission rod 6 are both steel strip-shaped members.

[0048] 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 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.

[0049] Furthermore, the connection between the vibration damping force transmission frame 3 and the vibration damping rubber pad 5 and between the vibration damping force transmission frame 3 and the vibration damping rubber bearing 4 is hinged.

[0050] The non-linear vibration damping structure of the present invention connects multiple vibration damping force transmission frames 3 together through the force transmission rod 6, and combines the vibration damping rubber bearing 4 and the vibration damping rubber pad 5 to disperse and transmit 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 inverted arch of the tunnel to cause large-scale vibration of the bottom soil. The dispersed transmission greatly reduces the vibration response to the inverted arch of the tunnel and the bottom soil, as Figure 6As shown in the figure, the left figure adopts the non-linear vibration damping structure of the present invention, while the right figure does not adopt the non-linear vibration damping structure of the present invention. At the same time, since the structures for transmitting vibration, such as the 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 transmission frame 3 composed of the damping spring 3-2 also forms a more complex non-linear structure, that is, the tensile mechanical properties and compressive mechanical properties of the damping spring are connected in series. Therefore, energy dissipation can be achieved through the tensile and compressive movements of the damping spring 3-2, achieving 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 vibration propagation.

[0051] The working mechanism of the non-linear vibration damping structure based on the idea of linkage and decentralized vibration damping is as follows:

[0052] (1) The energy dissipation mechanism of the combination of the vibration damping force transmission frame 3 and the vibration damping rubber pad 5

[0053] When the combination of the vibration damping force transmission 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.

[0054] When the combination of the vibration damping force transmission frame 3 and the vibration damping rubber pad 5 deforms, friction and relative sliding occur between the molecular chains. This friction process converts the vibration energy into heat energy, thereby 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, causing the vibration energy to be continuously consumed inside the structure, playing a role in vibration damping.

[0055] (2) The frequency response characteristics and good vibration damping and noise reduction effects of the combination of the vibration damping force transmission frame 3 and the vibration damping rubber pad 5

[0056] 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 non-linear stiffness characteristics of non-linear materials, their vibration frequency will change with the change of amplitude. This enables non-linear materials to effectively avoid the occurrence of resonance phenomena when facing wide-band vibration excitation.

[0057] 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, due to the non-linear coupling relationship between the frequencies and amplitudes of each material and structure (mainly including the damping spring 3-2 of the vibration damping force transmission frame and the vibration damping rubber pad 5) of the structure of the present invention, it will not exhibit severe resonance like linear materials, but will disperse the vibration energy by changing its own frequency response characteristics, thereby achieving a better vibration damping effect.

[0058] Vibration reduction in each frequency band: The non-linear characteristics of the vibration reduction rubber pad 5 enable it to play a vibration reduction role within a relatively wide frequency range. At different vibration frequencies, the stiffness and damping of the vibration reduction 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 vibration and noise during operation.

[0059] Vibration isolation in each frequency band: It has excellent isolation effect on vibrations in each frequency band. It can effectively block the transmission of high-frequency vibrations and provide a stable environment in the tunnel.

[0060] 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.

[0061] (3) Coordinated deformation mechanism of the linkage combined vibration reduction structure

[0062] The vibration reduction damping spring 3-2 itself has non-linear mechanical characteristics. By means of the series connection of the force transmission rods 6 through the vibration reduction force transmission frame structure, the transmitted force dissipates and transmits energy in two directions through the tension of the spring, thus not only achieving vibration reduction, but also enabling the force and vibration to be further transmitted to the next section of the vibration reduction force transmission frame through coordinated deformation, realizing the coordinated deformation and vibration reduction energy consumption of the entire building structure.

[0063] (4) Adaptability and self-adjustment ability of the linkage combined vibration reduction structure

[0064] Non-linear materials have certain self-adaptive and self-adjustment abilities. At different vibration intensities and frequencies, non-linear materials can automatically adjust their internal mechanical properties according to the actual vibration situation. The linkage combined vibration reduction structure of the present invention utilizes the self-adaptive and self-adjustment abilities of the vibration reduction damping spring 3-2, the vibration reduction rubber bearing 4, and the vibration reduction rubber pad 5, enabling the non-linear materials to play a vibration reduction role flexibly in a complex and changeable vibration environment, having a wider applicability and better vibration reduction 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.

[0065] Impact buffering: When the structure is suddenly impacted, the vibration reduction rubber pad 5 can quickly undergo large deformation, converting the impact energy into heat energy through non-linear processes such as friction and slip between molecular chains, thereby dissipating the vibration impact energy and protecting the vibration reduction force transmission frame structure from impact damage; at the same time, the vibration reduction force transmission frame can disperse the load longitudinally and transversely to other connected structures through the coordinated deformation mechanism of the linkage combined vibration reduction structure, thereby achieving the purpose of transmitting the load and reducing vibration while protecting its own structure.

[0066] The structure also has load adaptability: its stiffness changes with the magnitude of the applied load and can automatically adjust the vibration damping performance according to the actual working conditions. When the load is light, the interaction between the structures is small, so it is in a state of low stiffness to ensure the flexibility of the equipment; when the load is heavy, the increased interaction between the structures leads to 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.

[0067] 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.

[0068] (5)Vibration dispersion mechanism of the linkage combined vibration damping structure

[0069] Connect the vibration damping force transmission frame structure to the vibration damping rubber bearing 4 etc. through the force transmission rod 6 to form a vibration dispersion transmission vibration damping 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 damping structure can effectively disperse the vibration and displacement of the track slab through the coordinated deformation of several vibration damping force transmission frames and transmit them to the inverted arch backfill layer and the side wall of the tunnel, effectively reducing the vibration response of the soil body at the inverted arch and the arch bottom of the tunnel. At the same time, in the design, by adjusting the angle between the articulated brackets 3-1 of the vibration damping 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.

[0070] Step S2 realizes the directional control of rail transit environmental vibration based on the nonlinear vibration damping structure in step S1.

[0071] The nonlinear vibration damping structure 10 of the linkage dispersion vibration damping idea is arranged between the track structure and the inverted arch backfill layer and on the tunnel side wall. The selection and arrangement of the design parameters such as its rubber pad, vibration damping force transmission frame, and force transmission rod can be optimized according to the target vibration damping frequency band and the expected vibration damping effect.

[0072] Establish a vehicle-track-nonlinear vibration damping structure-tunnel-soil coupling semi-analytical dynamic calculation model of the linkage dispersion vibration damping idea, calculate the soil vibration response caused by the passing of a tunnel train, parameterize the vibration damping effect parameters of the nonlinear vibration damping structure 10 of the linkage dispersion vibration damping idea, realize the simulation of the vibration damping measures effect of the nonlinear vibration damping structure 10 of the linkage dispersion vibration damping idea, and obtain the optimal design parameters of the expected vibration damping effect by adjusting the characteristic parameters of the material, structure and arrangement of the nonlinear vibration damping structure 10 of the linkage dispersion vibration damping idea, so as to realize the directional control of rail transit environmental vibration.

[0073] The implementation method for directional control of environmental vibration in rail transit includes the following steps:

[0074] Step S21. Obtain rail transit environmental parameters, including:

[0075] Obtain environmental soil parameters and soil parameters of the target environmental vibration control area 11 according to geological exploration data;

[0076] And investigate the vehicles passing above the track to obtain vehicle parameters;

[0077] And obtain track structure parameters according to track structure design;

[0078] And obtain tunnel 13 parameters according to tunnel structure design;

[0079] And preliminarily design the design parameters of the non-linear vibration reduction structure 10 with the idea of linkage and dispersion of vibration reduction;

[0080] 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", for determining the load conventionally applied to the inner wall of the tunnel. This model is used in step S24;

[0081] And according to the characteristic parameters of the non-linear vibration reduction structure 10 with the idea of linkage and dispersion of vibration reduction preliminarily designed in step S21, construct a vehicle-track-non-linear vibration reduction structure with the idea of linkage and dispersion of vibration reduction-tunnel coupling model, abbreviated as "Model 2", for calculating the load acting on the inner wall of the tunnel after adopting the non-linear vibration reduction structure with the idea of linkage and dispersion of vibration reduction. This model is used in step S25;

[0082] Step S23. Based on the soil parameters and tunnel 13 parameters obtained in step S21, establish a tunnel-soil coupling analytical dynamic calculation model, abbreviated as "Model 3", through the displacement continuity condition and stress balance condition of the tunnel and the soil. This model is used in step S24 and step S25 for coupling calculation of environmental vibration with the load on the inner wall of the tunnel;

[0083] Step S24. Based on the "Model 1" constructed in step S22, determine the load on the inner wall of the tunnel, couple the load on the inner wall of the tunnel determined by "Model 1" with the "Model 3" constructed in step S23, calculate the vibration condition 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;

[0084] Step S25. Based on the "Model 2" constructed in Step S22, determine the loads on the inner wall of the tunnel after adopting the non-linear vibration reduction structure with the idea of linked and decentralized vibration reduction. Couple the loads on the inner wall of the tunnel determined by the "Model 2" with the "Model 3" constructed in Step S23 to establish a vehicle-track-non-linear vibration reduction structure with the idea of linked and decentralized vibration reduction-tunnel-soil coupled semi-analytical dynamic calculation model, abbreviated as "Model 4".

[0085] Step S26. According to the target vibration reduction frequency band and the 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 amplitude of the target environmental vibration control region 11 for different design parameters of the non-linear vibration reduction structure with the idea of linked and decentralized vibration reduction, and obtain the law of the vibration reduction characteristics of the non-linear vibration reduction structure with the idea of linked and decentralized vibration reduction changing with the design parameters. Based on this law, strategically adjust the layout design parameters and arrangement methods of the non-linear vibration reduction structure with the idea of linked and decentralized vibration reduction to guide the layout of the non-linear vibration reduction structure with the idea of linked and decentralized vibration reduction to achieve effective directional vibration reduction control.

[0086] Specifically, in Step S21:

[0087] Obtain the environmental soil parameters and the soil parameters of the target environmental vibration control region 11 according to the geological exploration data, including: the shear wave velocity , the longitudinal wave velocity , the damping ratio , and the corresponding density , the types of the surrounding soil of the tunnel 13 n , the layer t where the tunnel is located, and the soil layer thickness h 1 ,...h n , where h t1 ,h t2 respectively represent the distances from the center of the tunnel to the upper and lower interfaces of the tunnel soil layer;

[0088] Investigate the vehicles passing above the track to 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 , and the overall vehicle length ;

[0089] Obtain the track structure parameters according to the track structure design, including: the track mass m r and the moment of inertia J ; the mass of the inverted arch backfill layer m s ; the flexural stiffness in the vertical direction of the inverted arch backfill layer E s Iv , the horizontal flexural stiffness E s I h , the torsional stiffness 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 stiffness 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 ;

[0090] Obtain the tunnel 13 parameters according to the tunnel structure design, including: the shear wave velocity , the longitudinal wave velocity , the damping ratio , and the corresponding density ;

[0091] Preliminarily design the non-linear vibration reduction structure parameters of the linkage and decentralized vibration reduction idea, including: the thickness of the vibration reduction rubber pad N d , the number of vibration reduction force transfer frames is N j , the stiffness of the vibration reduction spring K j The number of vibration reduction rubber bearings is N t , the layout position of the vibration reduction bearing.

[0092] Specifically, the step S22 includes:

[0093] S221, construct "Model 1" (as an example, implemented by writing code in MATLAB):

[0094] For the vehicle-track part in "Model 1", adopt the traditional wheel-rail coupling model. The vehicle is simulated by multiple harmonic point loads acting on the wheel pairs on the wheel-rail, the track is adopted as 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;

[0095] After coupling the track structure - inverted arch backfill layer, it is "Model 1", as shown in Equation (f-1):

[0096] (f-1)

[0097] In the formula: is the track displacement vector; is the displacement vector of the inverted arch backfill layer, is the force between the track and the inverted arch backfill layer; is the conventional load on the inner wall of the tunnel; is the displacement vector of the inner wall of the tunnel; represents the force vector acting on the track; coefficient matrix are calculation parameters, 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;

[0098] Based on Equation (f - 1) for solution, the conventional load on the inner wall of the tunnel can be obtained:

[0099] (f - 2)

[0100] In the formula: I 2Ms is the identity matrix of size 2Ms×2Ms; is the matrix of size 2Ms×2Ms, representing the transfer function in the tunnel - soil system; Ms is the number of spring supports simplified;

[0101] Coefficient matrix (where: j = 1, 2, 3, 4; i = 1, 2), specifically:

[0102]

[0103] Among them, is the frequency response function of the track; I4 is the identity matrix of size 4×4.

[0104]

[0105]

[0106]

[0107]

[0108]

[0109] are respectively the vertical frequency response function and the horizontal frequency response function of the bending resistance 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 the flexural stiffness in the vertical direction and the flexural stiffness in the horizontal direction of the inverted arch backfill layer, respectively. GK is the torsional stiffness; a t1 and a t2 are 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, respectively ；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.

[0110]

[0111]

[0112]

[0113]

[0114]

[0115] ~ 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 identity 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 are related to its natural frequency f n through the following expression:

[0116]

[0117] S222, construct "Model 2" (as an example, implemented by writing code in MATLAB):

[0118] Simplify the nonlinear vibration reduction structure of the linked and decentralized vibration reduction concept, and parameterize the vibration reduction effect of the nonlinear vibration reduction structure 10 of the linked and decentralized vibration reduction concept. Specifically, simplify the exciting force after vibration reduction of the nonlinear vibration reduction structure of the linked and decentralized 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 invert backfill layer, so as to establish "Model 2", as Figure 7 shown.

[0119] The parameterization of the vibration reduction effect of the nonlinear vibration reduction structure 10 of the linked and decentralized vibration reduction concept means that 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 decentralized vibration reduction concept is established in the laboratory:

[0120] Determine the vibration reduction force transfer 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 scattered 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, such as Figure 7 , there are 8 load action positions scattered 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 of the vibration reduction force transfer frame and the damping rubber bearing through experiments or numerical simulations .... , the load damage coefficient transmitted by the invert 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:

[0121] (f - 3)

[0122] 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;

[0123] Based on Equation (f - 2), the damage coefficient Obtain the load indirectly transmitted to the tunnel through the upward filling layer, and then combine it with the equivalent excitation load directly acting on the inner wall of the tunnel to obtain the load on the inner wall of the tunnel after vibration reduction and dispersion:

[0124] (f-4)

[0125] Among them: is the load on the inner wall of the tunnel after vibration reduction and dispersion.

[0126] Subsequently, substitute the determined load on the inner wall of the tunnel after vibration reduction and dispersion into "Model Three" to predict and analyze the environmental vibration after vibration reduction, and simultaneously optimize the layout position of the structure, the angle and material of the vibration reduction force transmission frame structure.

[0127] Specifically, in step S23, the construction process of "Model Three":

[0128] For the soil body and tunnel parts in "Model Three", see Figure 8 , and its general solution can be obtained by the method of wave function expansion. Figure 8 In, L1,....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, that is, the t-th soil layer; the global coordinate system is the xyz Cartesian coordinate system, and x, y, and z are the coordinate axes.

[0129] Among them, the general solution of the soil body:

[0130] (f-5)

[0131] In the formula, and respectively represent the displacement and stress of the soil body, and are respectively the upper and lower plane wave functions of the soil body displacement, , are respectively the upper and lower plane wave functions of the soil body stress, is the cylindrical wave function of the soil body displacement, is the cylindrical wave function of the soil body stress, , , is the corresponding unknown; is the wavenumber in the y direction; M is the discrete correlation parameter of the cylindrical wave, and 2M + 1 is the number of discrete cylindrical waves; 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.

[0132] Among them, the general solution of the tunnel:

[0133] (f - 6)

[0134] In the formula, and respectively represent the displacement and stress of the tunnel, , are the inner and outer row cylindrical wave functions of the tunnel displacement, , are the inner and outer row 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.

[0135] The stress balance condition and displacement continuity condition at the contact interface between the tunnel and the soil are:

[0136] (f - 7)

[0137] In the formula, are the parameters for converting the incident plane wave and the reflected plane wave into cylindrical waves respectively; represents the outer diameter of the tunnel.

[0138] The stress boundary condition on the inner wall of the tunnel is:

[0139] (f - 8)

[0140] 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.

[0141] By coupling and solving 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 displacement and stress of the soil can be obtained. Substituting them into the general solution of the soil (f - 5), the displacement and stress responses of the soil at any position can be obtained.

[0142] Specifically, the step S24:

[0143] Couple the "Model 1" constructed in step S22 with the "Model 3" established in step S23 through the stress boundary conditions of the tunnel inner wall. Specifically: Substitute the conventional load in 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 , , . 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 determining the nonlinear vibration reduction structure without the idea of linkage and dispersion vibration reduction , and determine the target vibration reduction frequency band and the expected vibration reduction effect.

[0144] Specifically, the said step S25:

[0145] Couple the "Model 2" constructed in step S22 with the "Model 3" established in step S23 through the stress boundary conditions of the tunnel inner wall to establish a vehicle-rail-nonlinear vibration reduction structure with the idea of linkage and dispersion vibration reduction-tunnel-soil coupled semi-analytical dynamic calculation model, i.e., "Model 4". Specifically: Substitute the load after vibration reduction and dispersion obtained in step S22, which is formula (f-4), into formula (f-8), and then the "Model 4" can be obtained.

[0146] Specifically, the said step S26 specifically includes:

[0147] S261 Calculate the vertical displacement amplitude of the soil body in the target vibration reduction area under different designs of the nonlinear vibration reduction structure with different ideas of linkage and dispersion vibration reduction at different load frequencies through the "Model 4" established in step S25 , and combine with the vertical displacement amplitude of the soil body in the target vibration reduction area when the nonlinear vibration reduction structure without the idea of linkage and dispersion vibration reduction obtained in S24 to calculate and determine the insertion loss , as shown in formula (f-9):

[0148] (f-9)

[0149] Where: y u ,y l ,x u ,x l represents the longitudinal and transverse boundary coordinates of the target vibration control area;

[0150] S262 Combine the target vibration reduction frequency band and the expected vibration reduction effect, and for the insertion loss Compare the peak value, peak position, and frequency band width;

[0151] S263 adjusts the design parameters of the non-linear vibration damping structure of the linkage decentralized vibration damping idea according to the comparison result, and repeats steps S261 and S262 until the target vibration damping frequency band and the desired vibration damping effect are obtained. The design parameters include: the number of vibration damping force transmission frames is N , the number of vibration damping rubber bearings is N t , and the layout position of the vibration damping bearings.

[0152] 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 according to 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 environmental vibration in rail transit, characterized in that, It includes the following steps: Step S1: Design a non-linear vibration damping structure based on the idea of linked and dispersed vibration damping, which is set between the track structure and the invert backfill layer in the tunnel and on the tunnel sidewalls; Step S2: Establish a vehicle-track-non-linear vibration damping structure-tunnel-soil coupled semi-analytical dynamic calculation model based on the idea of linked and dispersed vibration damping to simulate the effect of the non-linear vibration damping structure. By adjusting the parameters of the non-linear vibration damping structure based on the idea of linked and dispersed vibration damping, obtain the optimal design parameters for the desired vibration damping effect, so as to achieve the directional control of the vibration in the rail transit environment; In the above step S1: The non-linear vibration damping structure based on the idea of linked and dispersed vibration damping is a linked combined vibration damping structure composed of an invert non-linear vibration damping structure and a sidewall non-linear vibration damping structure. The components of the invert non-linear vibration damping structure and the sidewall non-linear vibration damping structure include a vibration damping force transmission frame (3), a force transmission rod (6), and vibration damping rubber, where: The vibration damping force transmission frame (3) is a damping telescopic structure; The invert non-linear vibration damping structure is set between the invert backfill layer (7) of the tunnel structure 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 transmission frames (3) are horizontally connected in series through force transmission rods (6) and distributed longitudinally and transversely in the tunnel, forming a grid structure; Vibration damping rubber is provided at the connection between the vibration damping force transmission frame (3) and the invert backfill layer (7) of the tunnel structure and at the connection between the vibration damping force transmission frame (3) and the track slab (2) of the track structure; The sidewall non-linear vibration damping structure is formed by connecting a number of vibration damping force transmission frames (3) in series up and down through force transmission rods (6) to the sidewalls of the tunnel structure, and vibration damping rubber is provided at the connection with the sidewalls of the tunnel structure; The sidewall non-linear vibration damping structure is connected to the invert non-linear vibration damping structure at the lower part of the sidewalls of the tunnel structure to form a linked whole.

2. The method for directional control of environmental vibration in rail transit according to claim 1, wherein The vibration damping force transmission frame (3) includes eight articulated brackets (3-1), a vibration damping spring (3-2), and six articulated joints (3-3), where: Both ends of the vibration damping spring (3-2) are connected to four articulated brackets (3-1) through 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 an articulated joint (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 methods, namely vertical layout and horizontal layout, where: When laid vertically, its vibration damping spring (3-2) is in the vertical direction; When laid horizontally, its vibration damping spring (3-2) is in the horizontal direction.

3. A method for directional control of environmental vibration in rail transit according to claim 1, characterized in that, The invert non-linear vibration damping structure is specifically: A plurality of groups of series-connected vibration damping force transmission frames (3) are orderly installed longitudinally along the track on the inverted arch backfill layer (7); in each group of series-connected vibration damping force transmission frames (3), several vibration damping force transmission frames (3) are arranged in an alternating manner of vertical arrangement and horizontal arrangement, and are horizontally connected to each other through force transmission rods (6), wherein: the vertically arranged vibration damping force transmission frames (3) are arranged between the bottom of the track slab (2) and the inverted arch 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 inverted arch backfill layer (7), and the upper and lower ends of the vertically arranged vibration damping force transmission frames (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 inverted arch backfill layer (7); the horizontally arranged vibration damping force transmission frames (3) are respectively connected to the vertically arranged vibration damping force transmission frames (3) adjacent thereto at the front and rear ends through force transmission rods (6). Horizontally along the track between the bottom of the track slab (2) and the inverted arch backfill layer (7), a horizontally arranged vibration damping force transmission frame (3) is also connected between two adjacent vertically arranged vibration damping force transmission frames (3) through a force transmission rod (6); horizontally arranged vibration damping force transmission frames (3) are respectively arranged on both sides of the track slab (2), one end of the left and right ends thereof is connected to a vibration damping rubber bearing (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 slab (2) through a force transmission rod (6).

4. The vibration directional control method for rail transit environment according to claim 1, wherein The side wall non-linear vibration damping structure is specifically as follows: It includes a plurality of alternately arranged vibration damping force transmission frames (3), which are connected in series up and down through force transmission rods (6). The top of the series-connected body is fixed to the middle cornice (8) of the side wall, and the bottom of the series-connected 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 a force transmission rod (6). In this way, the side wall non-linear vibration damping structure and the inverted arch non-linear vibration damping structure form a linked whole; in the series-connected body; For the vertically arranged vibration damping force transmission frames (3), the upper and lower ends thereof are used as the connection points for series connection up and down; For the horizontally arranged vibration damping force transmission frames (3), one end of the left and right ends thereof is horizontally connected to the side wall of the tunnel structure through a force transmission rod (6), and a vibration damping rubber bearing (4) is connected between the force transmission rod (6) and the side wall of the tunnel structure.

5. A method for directional control of vibration in a rail transit environment according to claim 1, characterized in that The step S2 includes the following steps: Step S21. Obtain rail transit environment parameters, including: 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 environmental soil around the tunnel (13) n , the layer t where the tunnel is located, the soil layer thickness 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; And survey the vehicles passing above the research track to obtain vehicle parameters, including: vehicle model, distance between adjacent wheel sets under the same bogie , distance between adjacent wheel sets under two bogies , overall vehicle length ; and obtaining track structure parameters according to the track structure design, including: track mass m r and moment of inertia J ; mass of the inverted support backfill layer m s ; flexural rigidity of the inverted support backfill layer in the vertical direction E s I v , flexural rigidity in the horizontal direction E s I h , torsional rigidity GK ; horizontal distance from the first rail to the center line of the track slab a t1 , horizontal distance from the second rail to the center line of the track slab a t2 ; vertical distance from the center line to the bottom of the track slab b b , vertical flexural rigidity of the track E r I r , elastic stiffness of the rail pad k r , natural frequency of the support of the inverted support backfill layer f n ; and obtaining tunnel parameters according to the tunnel structure design, including: shear wave velocity , longitudinal wave velocity , damping ratio , and the corresponding density ; and the design parameters of the non-linear vibration damping structure (10) with the preliminary design of linkage and decentralized vibration damping, including: the thickness of the vibration damping rubber pad N d , the number of vibration damping force transmission frames is N 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; Step S22. Based on the vehicle parameters, track structure parameters, and tunnel parameters obtained in step S21, establish a conventional vehicle-track-tunnel coupling model, abbreviated as "Model 1", for determining the load conventionally applied to the inner wall of the tunnel; And according to the characteristic parameters of the non-linear vibration damping structure (10) of the linkage and dispersion vibration damping idea preliminarily designed in step S21, construct a vehicle-track-non-linear vibration damping structure-tunnel coupling model of the linkage and dispersion vibration damping idea, abbreviated as "Model 2", for calculating the load acting on the inner wall of the tunnel after adopting the non-linear vibration damping structure of the linkage and dispersion vibration damping idea. Step S23. Based on the soil parameters and tunnel parameters obtained in Step S21, establish a coupled analytical dynamic calculation model for the tunnel-soil, abbreviated as "Model Three", through the displacement continuity condition and stress balance condition of the tunnel and the soil; Step S24. Determine the load on the inner wall of the tunnel based on "Model One" constructed in Step S22. Couple the load on the inner wall of the tunnel determined by "Model One" with "Model Three" constructed in Step S23, calculate the vibration condition 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. Determine the load on the inner wall of the tunnel after adopting the nonlinear vibration reduction structure with the idea of linkage and dispersion damping based on "Model Two" constructed in Step S22. Couple the load on the inner wall of the tunnel determined by "Model Two" with "Model Three" constructed in Step S23, and establish a vehicle-rail-nonlinear vibration reduction structure with the idea of linkage and dispersion damping-tunnel-soil coupled semi-analytical dynamic calculation model, abbreviated as "Model Four"; Step S26. According to the target vibration reduction frequency band and expected vibration reduction effect determined in Step S24, adopt "Model Four" established in Step S25, calculate the insertion loss peak frequency band and amplitude of the amplitude of different design parameters of the nonlinear vibration reduction structure with the idea of linkage and dispersion damping in the target environmental vibration control area (11), obtain the law of the vibration reduction characteristics of the nonlinear vibration reduction structure with the idea of linkage and dispersion damping changing with the design parameters, and accordingly adjust the layout design parameters and arrangement method of the nonlinear vibration reduction structure with the idea of linkage and dispersion damping strategically to guide the layout of the nonlinear vibration reduction structure with the idea of linkage and dispersion damping to achieve effective directional vibration reduction control.

6. The method for directional control of environmental vibration in rail transit according to claim 5, characterized in that, The said Step S22 includes the following steps: S221. Construct "Model One" For the vehicle-rail part in "Model One", adopt the traditional wheel-rail coupling model. The vehicle is simulated by multiple harmonic point loads at the wheel pairs acting on the wheel-rail, the track adopts 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 and the inverted arch backfill layer, it is "Model One", as shown in Equation (f-1): （f-1） In the formula: is the track displacement vector; is the displacement vector of the inverted arch backfill layer, is the interaction force between the track and the inverted arch backfill layer; is the conventional load on the inner wall of the tunnel; is the tunnel displacement vector; represents the force vector acting on the track; coefficient matrix are calculation parameters, 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), solve to obtain the conventional load on the inner wall of the tunnel: （f-2） Where: I 2Ms is an 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 , specifically: Among them, is the frequency response function of the orbit; I4 is the 4×4 identity matrix; They are respectively the vertical frequency response function and the horizontal frequency response function of the bending resistance of the inverted arch backfill layer, and 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 bending stiffness in the vertical direction and the bending stiffness in the horizontal direction of the inverted arch backfill layer, GK and 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; ~ are the different contact angles of the equivalent spring in elastic contact with the tunnel for the inverted arch backfill layer; is the central angle of the spring support; I 2Ms is the identity matrix of size 2Ms×2Ms; k r is the stiffness of the rail pad; the normal support stiffness of the inverted arch backfill layer k n and the shear support stiffness k s is related to its natural frequency f n by the following expression: S222. Construct "Model Two" Simplify the nonlinear vibration reduction structure with the idea of linkage and dispersion damping, and parameterize the vibration reduction effect of the nonlinear vibration reduction structure with the idea of linkage and dispersion damping; specifically, simplify the exciting force after vibration reduction of the nonlinear vibration reduction structure with the idea of linkage and dispersion damping 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 Two"; The parameterization of the vibration reduction effect of the nonlinear vibration reduction structure with the idea of linkage and dispersion damping means that in the laboratory, a full-scale or reduced-scale tunnel model experiment or numerical model under the application of the nonlinear vibration reduction structure with the idea of linkage and dispersion damping is established: Determine the vibration damping coefficient of the vibration damping 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 acting positions scattered on the inner wall of the tunnel , and the corresponding acting angles ; Determine the damage coefficients of the excitation force acting on the tunnel inner wall after vibration reduction by the vibration reduction force transfer frame and the damping rubber bearing within a single cross-section through experiments or numerical simulations , .... , the damage coefficient of the load transferred from the inverted arch backfill layer to the tunnel inner wall and the load proportion ; Obtain the equivalent exciting load directly acting on the inner wall of the tunnel: （f-3） In the formula, is the equivalent excitation 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 number of discretizations in the 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, 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, is the load on the inner wall of the tunnel after being subjected to vibration reduction and dispersion.

7. A method for directional control of environmental vibration in rail transit according to claim 5, characterized in that, In the said Step S23, the construction process of "Model Three" is as follows: For the soil and tunnel parts in "Model Three", obtain their general solutions through the wave function expansion method; Among them, the general solution of the soil: （f-5） In the formula, and respectively represent the displacement and stress of the soil mass, and are respectively the upper and lower plane wave functions of the soil mass displacement, , are respectively the upper and lower plane wave functions of the soil mass stress, is the cylindrical wave function of the soil mass displacement, is the cylindrical wave function of the soil mass 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 discrete number of the cylindrical wave; 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; 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 column wave functions of the tunnel displacement, , are the inner and outer column 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; The stress equilibrium condition and displacement continuity condition at the contact interface between the tunnel and the soil mass are: （f-7） In the formula, are respectively the parameters for converting the upward plane wave and the downward plane wave into cylindrical waves; represents the outer diameter of the tunnel; 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 on the inner wall of the tunnel after vibration reduction and dispersion; By coupling and solving the stress equilibrium condition, displacement continuity condition at the contact interface between the tunnel and the soil mass, and the stress boundary condition on the inner wall of the tunnel, the unknowns corresponding to the soil displacement and stress are obtained. , , Substituting them into the general solution of the soil mass (f - 5), the displacement and stress responses of the soil mass at any position are obtained.

8. The method for directional control of environmental vibration in rail transit according to claim 7, wherein The said step S24: Couple the "Model 1" constructed in step S22 with the "Model 3" established in step S23 through the stress boundary conditions of the tunnel inner wall. Specifically: Substitute the conventional load obtained in step S22 on the tunnel inner wall into the tunnel inner wall stress boundary condition, i.e., equation (f-8), and solve for the unknowns of the corresponding soil displacement and stress , , . 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. Vertical displacement amplitude of soil mass in the target vibration reduction area when determining the non-linear vibration reduction structure without the idea of linkage dispersion vibration reduction , determine the target vibration reduction frequency band and expected vibration reduction effect.

9. The method for vibration directional control in a rail transit environment according to claim 5, characterized in that, The said step S26 includes: S261 establishes "Model 4" through step S25 to calculate the vertical displacement amplitude of the soil mass in the target vibration reduction area under the nonlinear vibration reduction structure design with different linkage dispersion vibration reduction ideas at different load frequencies , and combines with the vertical displacement amplitude of the soil mass in the target vibration reduction area when there is no linkage dispersion vibration reduction idea for the nonlinear vibration reduction structure obtained in S24 , calculates and determines the insertion loss , as shown in Equation (f-9): （f-9） Wherein: y u, y l ,x u ,x l represent the vertical and horizontal boundary coordinates of the target vibration control area; Combined with the target vibration damping frequency band and the expected vibration damping effect, compare the peak value, peak position, and frequency band width of the insertion loss in the calculation result of the above step S261 ; S263 Adjust the design parameters of the non-linear vibration damping structure of the linkage decentralized vibration damping idea according to the comparison result, and repeat steps S261 and S262 until the target vibration damping frequency band and the desired vibration damping effect are obtained. The design parameters include: the number of vibration damping force transmission frames is N , the number of vibration damping rubber bearings is N t , and the layout position of the vibration damping bearings.

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