Earthen archaeological site vibration level prediction method and system based on vehicle-induced vibration and medium

Abstract

The invention relates to an earthen archaeological site vibration level prediction method and system based on vehicle-induced vibration and a medium. The method comprises the following steps: acquiring earthen archaeological site data and a traffic line selection scheme; inputting the earthen archaeological site data and the traffic line selection scheme into a pre-constructed earthen archaeological site vibration level model based on vehicle-induced vibration to obtain an earthen archaeological site vibration level prediction result; the earthen archaeological site vibration level model based on the vehicle-induced vibration corresponds to a vibration propagation attenuation item, a vehicle speed nonlinear attenuation item, a traffic vibration source correction item, an earthen archaeological site body feature correction item and an earthen archaeological site erosion area correction item in a vibration propagation process from a vibration source center to the earthen archaeological site. By adopting the method, the vibration risk of the earthen ruins under different traffic types can be accurately quantified by fusing the traffic load characteristics and the earthen ruins material degradation rule and incorporating the multi-factor coupling effects such as vehicle speed nonlinear attenuation, roadbed-earthen ruins wave impedance matching and earthen ruins erosion area energy accumulation, and the method conforms to the minimum intervention protection principle of cultural relics, and has a good application prospect. And the engineering practical application requirements are met.

Description

TECHNICAL FIELD

[0001] The application belongs to the technical field of civil engineering and cultural relic protection, and particularly relates to a soil site vibration level prediction method, system and medium based on vehicle-induced vibration. BACKGROUND

[0002] With the development of civil engineering technology, traffic vibration prediction technology appears, which can predict the vibration response of a building or structure under traffic load, and provide support for vibration risk assessment in engineering construction. The core feature of the technology is to quantify the vibration intensity of the traffic source propagating through the ground and roadbed to the target structure based on a specific theoretical framework and parameter system, and then to judge the influence degree of vibration on the structure. The technology has been applied in the vibration evaluation of modern civil buildings, masonry structures and rail transit environments.

[0003] In the traditional technology, traffic vibration prediction is mainly for the design of modern civil buildings or masonry structures. A prediction model is constructed based on the assumption of homogeneous elastic medium, and the influence of traffic vibration on the target structure is calculated by using simplified parameters and full-band vibration level evaluation methods.

[0004] However, the above-mentioned traffic vibration prediction method has significant problems when applied to the vibration evaluation of soil sites, a special historical and cultural heritage. The theoretical basis and parameter system are difficult to adapt to the characteristics of soil sites. Soil sites are composed of non-homogeneous materials such as rammed earth and adobe, and have the characteristics of low tensile strength, high porosity and easy erosion. The existing model is based on the assumption of homogeneous elastic medium, resulting in large errors in soil site measurement comparison and unable to accurately reflect the dynamic response of soil sites. The dominant frequency band of soil site damage is not processed. Soil sites are extremely sensitive to low-frequency vibration of 5-25 Hz. This frequency band of vibration is easy to excite crack propagation, but the general model uses full-band vibration level evaluation, which deviates from the actual dynamic response of soil sites. The traditional model ignores the coupling effect of multiple factors. The traditional model does not consider the nonlinear damping attenuation of soil sites caused by speed fluctuations, the influence of wave impedance matching between roadbed and soil sites on vibration transmission efficiency, and does not establish the relevant coupling mechanism. The vibration amplification effect of soil site diseases is not paid attention to. The erosion area of soil sites is easy to form vibration energy aggregation due to the sudden change of wave impedance, and the measured vibration intensity can be twice that of the non-erosion area. The existing model does not consider the influence of erosion, resulting in distorted prediction results. SUMMARY

[0005] Therefore, it is necessary to provide a soil site vibration level prediction method, system and medium based on vehicle-induced vibration for predicting the vibration level of soil sites based on vehicle-induced vibration from the aspects of soil site characteristic parameter system, speed-roadbed-soil site coupling effect and engineering adaptability.

[0006] In a first aspect, the application provides a soil site vibration level prediction method based on vehicle-induced vibration, comprising:

[0007] Obtaining soil site data and traffic line selection scheme; the soil site data includes soil site location, soil site water content, soil site bottom stratum shear wave velocity, soil site structure type, soil site height and disease deterioration data; the soil site structure type is rammed earth site, rammed earth beacon or raw soil site; the disease deterioration data includes total crack length, weathering erosion depth and erosion area proportion; the traffic line selection scheme includes vibration source center position, traffic type, traffic line roadbed and pavement type and traffic line design speed; the traffic type is railway, expressway or ordinary highway; the traffic line roadbed and pavement type is asphalt pavement, concrete pavement or soil roadbed;

[0008] Inputting the soil site data and the traffic line selection scheme into a pre-constructed soil site vibration level model based on vehicle-induced vibration to obtain soil site vibration level prediction results; the soil site vibration level model based on vehicle-induced vibration corresponds to vibration propagation attenuation terms in the vibration propagation process from the vibration source center to the soil site, vehicle speed nonlinear attenuation terms, traffic vibration source correction terms, soil site intrinsic characteristic correction terms and soil site erosion area correction terms.

[0009] In one embodiment, the soil site vibration level model based on vehicle-induced vibration obtains soil site vibration level prediction results by the following method:

[0010] According to the soil site location and the vibration source center position, the relative distance of the vibration source center from the soil site is calculated, and combined with the soil site water content, the attenuation of vibration propagation is calculated based on the waveguide effect of the stratum in arid areas to obtain the vibration propagation attenuation terms;

[0011] According to the traffic line design speed, the vibration response of the soil site is calculated to obtain the vehicle speed nonlinear attenuation terms;

[0012] According to the traffic type, the traffic line roadbed and pavement type and the soil site bottom stratum shear wave velocity, the vibration transmission efficiency is calculated to obtain the traffic vibration source correction terms;

[0013] According to the soil site structure type, the soil site height, the total crack length and the weathering erosion depth, the coordination effect of the vibration response of the soil site is calculated to obtain the soil site intrinsic characteristic correction terms;

[0014] According to the erosion area proportion, the vibration energy aggregation effect of the erosion overhanging area at the bottom of the soil site is calculated to obtain the soil site erosion area correction terms;

[0015] The vibration propagation attenuation terms, the vehicle speed nonlinear attenuation terms, the traffic vibration source correction terms, the soil site intrinsic characteristic correction terms and the soil site erosion area correction terms are integrated and superimposed to obtain the soil site vibration level prediction results;

[0016] The vibration level prediction result of the earthen site is obtained through the following formula:

[0017] V z = V1+ V2+ a i + b j + h

[0018] Wherein, V z is the vibration level prediction result of the earthen site; V1 is the vibration propagation attenuation term; V2 is the vehicle speed nonlinear attenuation term; a i is the traffic vibration source correction term; b j is the earthen site body feature correction term; h is the earthen site erosion area correction term.

[0019] In one of the embodiments, the relative distance of the vibration source center from the earthen site is calculated according to the earthen site location and the vibration source center location, and the vibration propagation attenuation is calculated based on the stratum waveguide effect in arid regions in combination with the water content of the earthen site to obtain the vibration propagation attenuation term, including:

[0020] The vibration propagation attenuation term is obtained through the following formula:

[0021] V1 = 80-23·log(r)·(1-0.05p w )

[0022] Wherein, V1 is the vibration propagation attenuation term; r is the relative distance of the vibration source center from the earthen site; p w is the water content of the earthen site.

[0023] In one of the embodiments, the vibration response of the earthen site is calculated according to the design vehicle speed of the traffic line to obtain the vehicle speed nonlinear attenuation term, including:

[0024] The vehicle speed nonlinear attenuation term is obtained through the following formula:

[0025] V2 = g·v 1.2

[0026] g = 0.08e -0.003v

[0027] Wherein, V2 is the vehicle speed nonlinear attenuation term; g is the vehicle speed sensitive coefficient; v is the design vehicle speed of the traffic line; v 1.2 is the correction factor of high speed working condition.

[0028] In one of the embodiments, the vibration transmission efficiency is calculated according to the traffic type, the roadbed and pavement type of the traffic line and the shear wave velocity of the stratum at the bottom of the earthen site to obtain the traffic vibration source correction term, including:

[0029] The traffic vibration source correction term is obtained through the following formula:

[0030]

[0031] α2=0.047C s -18.4

[0032] Where, α i For traffic vibration source correction term; α1 is the correction coefficient for roadbed and pavement type of traffic route; α2 is the correction coefficient for shear wave velocity of the strata at the bottom of the earthen site; α3 is the correction coefficient for traffic type; C s The shear wave velocity of the strata at the bottom of the earthen site.

[0033] In one embodiment, the coordination effect of the vibration response of the earthen site is calculated based on the structure type, height, total length of fissures, and depth of weathering and erosion, resulting in a correction term for the earthen site's intrinsic characteristics, including:

[0034] The correction term for the primordial features of the earthen site is obtained using the following formula:

[0035]

[0036] D f =0.2×λ c +0.15×d w

[0037] β2=1.38×e -0.02H

[0038] Where, β j β1 is the correction term for the primordial characteristics of the earthen site; D is the correction coefficient for the structural type differences of the earthen site. f β2 is the degradation correction factor; H is the height of the earthen site; λ is the vibration amplification correction factor. c d is the total length of the crack; w This represents the depth of weathering and erosion.

[0039] In one embodiment, the vibration energy accumulation effect of the eroded area at the bottom of the earthen site is calculated based on the area ratio of the eroded area, resulting in a correction term for the eroded area of ​​the earthen site, including:

[0040] The correction term for the erosion zone of the earthen site is obtained using the following formula:

[0041]

[0042] Where η is the correction term for the erosion area of ​​the earthen site; A e This represents the percentage of the area affected by erosion.

[0043] Secondly, this application also provides a vibration level prediction system for earthen ruins based on vehicle-induced vibration, comprising:

[0044] The data acquisition module is used to acquire data on earthen ruins and traffic route selection schemes;

[0045] The vibration level prediction module is used to input the earthen site data and traffic route selection scheme into the pre-constructed earthen site vibration level model based on vehicle-induced vibration, and obtain the vibration level prediction results of the earthen site.

[0046] Thirdly, this application also provides a computer device, including a memory and a processor, wherein the memory stores a computer program, and the processor executes the computer program to implement the steps of any of the above-described methods for predicting the vibration level of earthen ruins based on vehicle-induced vibration.

[0047] Fourthly, this application also provides a computer-readable storage medium having a computer program stored thereon, which, when executed by a processor, implements the steps of any of the above-described methods for predicting the vibration level of earthen ruins based on vehicle-induced vibration.

[0048] The aforementioned method, system, and medium for predicting vibration levels at earthen archaeological sites based on vehicle-induced vibration are specifically adapted to the characteristics of earthen archaeological sites. By integrating multi-dimensional data of the earthen archaeological sites with comprehensive traffic route selection schemes, it avoids the shortcomings of existing models that ignore the heterogeneity, deterioration effects, and multi-factor coupling of earthen archaeological sites. Simultaneously, the pre-constructed vibration level model decomposes the entire vibration propagation process, achieving precise quantification of vibration impacts and high prediction accuracy, meeting the practical engineering needs of the intersection of cultural relic protection and civil engineering. The vibration level prediction results of earthen archaeological sites can provide a basis for predicting vibration risks during the traffic route planning stage. By clarifying the spatial and parameter correlation between traffic route selection schemes and earthen archaeological sites, the impact of vehicle vibration on earthen archaeological sites under different route selection schemes can be assessed in advance, assisting in optimizing route selection to avoid or reduce vibration damage. Furthermore, it can quantify the vibration intensity under different traffic types, vehicle speeds, roadbed conditions, and the state of the earthen archaeological site itself, providing scientific data support for the formulation of vibration protection measures for earthen archaeological sites and contributing to the preventive protection of earthen archaeological sites. Attached Figure Description

[0049] To more clearly illustrate the technical solutions in the embodiments or related technologies of this application, the accompanying drawings used in the description of the embodiments or related technologies will be briefly introduced below. Obviously, the accompanying drawings described below are only some embodiments of this application. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0050] Figure 1 This is a flowchart illustrating the vibration level prediction method for earthen ruins based on vehicle-induced vibration of the present invention.

[0051] Figure 2 This is a flowchart illustrating the steps of step S102.

[0052] Figure 3 This is a structural diagram of the vibration level prediction system for earthen ruins based on vehicle-induced vibration of the present invention. Detailed Implementation

[0053] To make the objectives, technical solutions, and advantages of this application clearer, the following detailed description is provided in conjunction with the accompanying drawings and embodiments. It should be understood that the specific embodiments described herein are merely illustrative and not intended to limit the scope of this application.

[0054] In one embodiment, such as Figure 1 As shown, a method for predicting the vibration level of earthen ruins based on vehicle-induced vibration is provided. This embodiment illustrates the application of this method to a terminal. It is understood that this method can also be applied to a server, and to a system including both a terminal and a server, and can be implemented through interaction between the terminal and the server. In this embodiment, the method includes the following steps:

[0055] S101. Obtain data on earthen archaeological sites and transportation route selection plans; earthen archaeological site data includes the location of the earthen archaeological site, the moisture content of the earthen archaeological site, the shear wave velocity of the strata at the bottom of the earthen archaeological site, the structural type of the earthen archaeological site, the height of the earthen archaeological site, and data on deterioration and damage; the structural type of the earthen archaeological site is rammed earth site, rammed earth beacon tower, or raw earth site; data on deterioration and damage includes the total length of cracks, the depth of weathering and erosion, and the area ratio of the eroded zone; transportation route selection plans include the location of the vibration source center, the type of transportation, the type of roadbed and pavement of the transportation route, and the design speed of the transportation route; the type of transportation is railway, expressway, or ordinary road; the type of roadbed and pavement of the transportation route is asphalt pavement, concrete pavement, or earthen roadbed.

[0056] The data for the earthen site, as illustrated, includes the site's location, moisture content, shear wave velocity of the strata at its base, structural type, height, and data on damage and deterioration. The site's location, i.e., its specific spatial coordinates, can be obtained through on-site surveying methods such as GPS (Global Positioning System) positioning and total station measurements. Its purpose is to coordinate with the vibration source center location in the subsequent traffic route selection plan to determine the straight-line distance from the vibration source center to the earthen site. This distance is the core basis for calculating vibration propagation attenuation.

[0057] The moisture content of an earthen site refers to the mass percentage of water in the earthen site's main material. It can be determined by taking samples on-site and then drying them. Since the moisture content of an earthen site directly affects the compactness and elastic modulus of the soil, and thus changes the propagation and attenuation law of vibration in the earthen site, it needs to be accurately obtained to correct the vibration attenuation calculation results.

[0058] The shear wave velocity of the strata at the bottom of the earthen site is a key parameter reflecting the stiffness of the strata at the bottom of the earthen site. It can be obtained by Rayleigh wave method through on-site surface wave testing or by referring to the empirical values ​​of the shear wave velocity of the corresponding strata in the "Code for Seismic Design of Buildings" (GB50011-2010). Different strata shear wave velocities have significant differences in their filtering and transmission efficiency for vibration. This parameter will be used to quantify the foundation characteristics in the subsequent traffic vibration source correction item.

[0059] Earthen site structures should be classified into three categories based on their construction techniques and morphological characteristics: rammed earth sites, rammed earth beacon towers, and unearthed earth sites. This classification is determined through on-site investigation of the construction methods, structural density, height, and shape of the earthen sites. Different structural types of earthen sites exhibit varying amplification or attenuation effects on vibrations due to differences in structural stiffness and density. For example, rammed earth beacon towers, due to their greater height and more concentrated structure, exhibit a stronger vibration amplification effect than ordinary rammed earth sites. The height of an earthen site refers to the vertical distance from the predicted measurement point to the site's base, obtained through on-site measurement. The vibration intensity of an earthen site amplifies exponentially with increasing height; therefore, defining the height parameter quantifies this amplification effect. The data on the deterioration of the site, including the total length of cracks, the depth of weathering and erosion, and the proportion of the eroded area, were all obtained through on-site investigation. The total length of cracks was measured by measuring the cumulative length of visible cracks on the surface of the earthen site with a tape measure. The depth of weathering and erosion was measured by using a probe or ultrasonic detector to measure the thickness of the weathered layer on the surface of the earthen site and the depth of the internal eroded cavities. The proportion of the eroded area was calculated by mapping the area of ​​the eroded area to the total area of ​​the bottom of the earthen site. This data reflects the structural damage caused by natural deterioration of the earthen site, and structural damage will change the dynamic characteristics of the earthen site.

[0060] Indicatively, the traffic route selection scheme includes the location of the vibration source center, traffic type, roadbed and pavement type, and design speed. Each parameter corresponds to a key characteristic of the traffic vibration source's influence on vibration generation and propagation. Among them, the location of the vibration source center is the specific spatial coordinates of the centerline of the planned or existing traffic route, obtained through traffic route design drawings or on-site surveying. The vibration source distance determined by its combination with the location of the earthen site is the basis for the path of vibration propagation from the traffic route to the earthen site, directly affecting the degree of vibration attenuation.

[0061] Traffic types are classified into three categories: railway, expressway, and ordinary road, based on the functional positioning of the traffic lines. The vehicle load and wheel-rail impact frequency differ among different traffic types. For example, the coupling effect between the main frequency of railway wheel-rail impact and the natural frequency of the earthen site is stronger, leading to a more significant vibration response. The traffic type is identified to quantify this coupling effect.

[0062] The roadbed and pavement types of transportation routes are classified into three categories: asphalt pavement, concrete pavement, and earthen roadbed. The design scheme of the transportation route determines the type of pavement material and roadbed filler. Different pavement types have different stiffness and damping characteristics. Asphalt pavement has high stiffness and strong vibration transmission efficiency, while earthen roadbed has large damping and fast vibration attenuation. This parameter is used to correct the difference in vibration transmission efficiency between the roadbed and the earthen foundation.

[0063] The design speed of a traffic route refers to the maximum vehicle speed set during the planning and design of the traffic route. It is determined according to the design specifications of the traffic route. The vehicle speed affects the impact energy and frequency of the vehicle on the road surface. Furthermore, earthen structures will experience a sudden decrease in damping under high-speed loads. Therefore, the design speed is specified to quantify this nonlinear attenuation effect.

[0064] S102. Input the earthen site data and traffic route selection scheme into the pre-constructed earthen site vibration level model based on vehicle-induced vibration to obtain the earthen site vibration level prediction result; the earthen site vibration level model based on vehicle-induced vibration corresponds to the vibration propagation attenuation term, vehicle speed nonlinear attenuation term, traffic vibration source correction term, earthen site body feature correction term, and earthen site erosion area correction term in the vibration propagation process from the vibration source center to the earthen site.

[0065] In a schematic way, the data of the earthen site and the traffic route selection scheme are input into the pre-constructed vibration level model of the earthen site based on vehicle-induced vibration. The model is used to quantify the impact of vibration on the entire process from the vibration source to the earthen site, and finally obtain the vibration level prediction result of the earthen site.

[0066] Specifically, the vibration magnitude model of the earthen site based on vehicle-induced vibration decomposes the vibration propagation process from the vibration source center to the earthen site into vibration propagation attenuation term, vehicle speed nonlinear attenuation term, traffic source correction term, earthen site structural feature correction term, and earthen site erosion zone correction term. These terms work together to form a complete vibration quantification system. The vibration propagation attenuation term quantifies the natural attenuation effect caused by the propagation distance and the moisture content of the earthen site during the vibration propagation from the traffic source to the earthen site. The vehicle speed nonlinear attenuation term quantifies the nonlinear influence of the design vehicle speed on the vibration response of the earthen site. The traffic source correction term quantifies the combined influence of traffic type, roadbed / pavement type, and shear wave velocity of the strata at the bottom of the earthen site on vibration transmission efficiency. The earthen site structural feature correction term quantifies the combined influence of the earthen site's structural type, height, and degree of deterioration on the vibration response. The earthen site erosion zone correction term quantifies the vibration energy accumulation effect in the eroded area of ​​the earthen site.

[0067] The aforementioned method for predicting the vibration magnitude of earthen archaeological sites based on vehicle-induced vibrations incorporates data on the site's moisture content, bottom stratum shear wave velocity, structural type, height, and deterioration. This comprehensive approach captures the impact of the site's inherent characteristics on vibration response, avoiding prediction errors caused by missing key parameters and improving the alignment between the predicted vibration magnitude and the actual dynamic response of the site. The traffic route selection scheme includes the vibration source center location, traffic type, roadbed and pavement type, and design speed, fully covering the core influencing factors of traffic vibration sources. It is adaptable to different traffic scenarios such as railways, highways, and ordinary roads, avoiding prediction distortions caused by simplified traffic parameters and enhancing the scheme's versatility across multiple traffic types. The vehicle-induced vibration-based earthen archaeological site vibration magnitude model includes five major components: vibration propagation attenuation, vehicle speed nonlinear attenuation, traffic vibration source correction, earthen archaeological site feature correction, and erosion zone correction. This model quantifies the entire process of vibration impact from the source to the site in stages, clearly identifying the contribution of each factor to the vibration magnitude. This not only facilitates accurate vibration magnitude calculation but also provides a clear direction for subsequent targeted optimization of vibration influencing factors.

[0068] In one embodiment, such as Figure 2 As shown, the vibration level prediction results of the earthen site based on vehicle-induced vibration model are obtained through the following method:

[0069] S201. Calculate the relative distance between the vibration source center and the earthen site based on the location of the earthen site and the location of the vibration source center. Combine this with the water content of the earthen site and calculate the vibration propagation attenuation based on the waveguide effect of the strata in arid areas to obtain the vibration propagation attenuation term.

[0070] In a schematic manner, using the obtained moisture content, location, and vibration source center of the earthen site, the relative distance between the vibration source center and the earthen site is calculated to reflect the natural attenuation law of vibration propagation from the vibration source of the transportation route to the earthen site. The moisture content of the earthen site is used to correct the deviation of vibration attenuation characteristics caused by the difference in moisture content of the earthen site materials. The far-field prediction deviation is optimized for the stratum waveguide effect in arid areas. The vibration propagation attenuation term is constructed and calculated to quantify the attenuation effect of the distance from the vibration source center to the earthen site on vibration propagation. At the same time, the correction effect of the moisture content of the earthen site on vibration attenuation is incorporated, providing a quantitative basis for the initial transmission effect of vibration in the bottom layer for the overall calculation of the vibration magnitude model of the earthen site.

[0071] S202. Calculate the vibration response of the earthen site based on the design vehicle speed of the traffic route, and obtain the nonlinear attenuation term of the vehicle speed.

[0072] In a schematic manner, using the obtained design vehicle speeds of traffic routes, a nonlinear decay term for vehicle speed is constructed and calculated for the special vibration response of earthen archaeological sites under different vehicle speeds, namely the nonlinear decay of soil damping of earthen archaeological sites with vehicle speed and the dispersion effect of wheel-rail impact energy. This is to quantify the nonlinear influence of the design vehicle speed of traffic routes on the vibration response of earthen archaeological sites, correct the prediction distortion problem of traditional models under high-speed conditions, and provide a quantitative basis for the vehicle speed-related vibration effect for the overall calculation of the vibration level model of earthen archaeological sites.

[0073] S203. Calculate the vibration transmission efficiency based on the traffic type, the roadbed and pavement type of the traffic route, and the shear wave velocity of the strata at the bottom of the earthen site to obtain the traffic vibration source correction term.

[0074] Indicatively, the traffic source correction term is used to quantify the comprehensive impact of traffic type, roadbed and pavement type of the traffic route, and the characteristics of the strata at the bottom of the earthen site on vibration transmission efficiency. This addresses calculation errors in energy transmission under different traffic source conditions and provides a quantitative basis for the overall calculation of the vibration magnitude model of the earthen site, reflecting the vibration transmission effects related to traffic sources. Corresponding correction coefficients are determined based on traffic type, roadbed and pavement type parameters, and shear wave velocity of the strata at the bottom of the earthen site. Specifically, the roadbed and pavement type corresponds to the roadbed-earthen site wave impedance matching factor, the shear wave velocity of the strata at the bottom of the earthen site corresponds to the foundation shear wave velocity correction coefficient, and the traffic type corresponds to the traffic type correction coefficient. Finally, these three types of correction coefficients are integrated to form the calculation logic of the traffic source correction term, achieving accurate quantification of the vibration transmission impact under different traffic source conditions.

[0075] S204. Based on the structural type, height, total length of fissures and depth of weathering and erosion of the earthen site, calculate the coordination effect of the vibration response of the earthen site and obtain the correction term for the main characteristics of the earthen site.

[0076] The earthen site feature correction term quantifies the comprehensive impact of the earthen site's structural characteristics, height differences, and degree of deterioration on vibration response. It addresses calculation biases caused by differences in the earthen site's features that lead to vibration amplification or attenuation effects, providing a quantitative basis for the overall calculation of the earthen site's vibration magnitude model. Specifically, the earthen site's structural type is used to determine the vibration amplification correction coefficient related to structural stiffness, quantifying the amplification or attenuation effect of different structural densities on vibration response; the earthen site's height is used to calculate the vibration amplification coefficient; and deterioration data is used to determine the deterioration degree correction coefficient, quantifying the synergistic effect of crack propagation and weathering erosion on the earthen site's vibration response. Finally, these three types of correction effects are integrated to form the calculation logic for the earthen site feature correction term, achieving accurate quantification of vibration response differences caused by the earthen site's inherent characteristics.

[0077] S205. Calculate the vibration energy accumulation effect of the eroded suspended area at the bottom of the earthen site based on the area ratio of the eroded area, and obtain the correction term for the eroded area of ​​the earthen site.

[0078] The correction term for the eroded area of ​​earthen sites is used to quantify the vibration energy accumulation effect in the eroded and suspended area at the bottom of earthen sites, solving the prediction blind spot problem caused by the neglect of the erosion effect in traditional models, and providing a quantitative basis for the special vibration effect of the eroded area for the overall calculation of the vibration magnitude model of earthen sites.

[0079] S206. The vibration propagation attenuation term, vehicle speed nonlinear attenuation term, traffic vibration source correction term, earthen site feature correction term, and earthen site erosion area correction term are integrated and superimposed to obtain the earthen site vibration level prediction result.

[0080] The vibration magnitude prediction result of the earthen site is obtained using the following formula:

[0081] V z =V1+V2+α i +β j +η

[0082] Among them, V z The vibration level prediction results for the earthen site are as follows: V1 represents the vibration propagation attenuation term; V2 represents the vehicle speed nonlinear attenuation term; α i For traffic vibration source correction term; β j η represents the correction term for the physicoscopic features of the earthen site; η represents the correction term for the erosion area of ​​the earthen site.

[0083] By integrating vibration propagation attenuation terms, vehicle speed nonlinear attenuation terms, traffic vibration source correction terms, earthen site feature correction terms, and earthen site erosion zone correction terms, a complete vibration magnitude model of earthen sites based on vehicle-induced vibration is constructed. The predicted vibration magnitude of the earthen sites is then calculated by substituting earthen site data and traffic route selection scheme data. For example, the corresponding parameters from the earthen site data and traffic route selection scheme are first substituted into each correction term to complete the quantitative calculation of each correction term. Then, the calculation results of all correction terms are superimposed according to the model's preset logic, i.e., V... z =V1+V2+α i +β j The combined values ​​of +η are used to obtain the final value, which is the predicted vibration level of the earthen site. The result is expressed in decibels (dB) and directly reflects the vibration intensity when vehicle-induced vibration is transmitted to the earthen site. It can provide a scientific basis for vibration risk assessment of earthen sites and optimization of traffic routes.

[0084] In one embodiment, the relative distance between the vibration source center and the earthen site is calculated based on the location of the earthen site and the location of the vibration source center. Then, considering the water content of the earthen site, the vibration propagation attenuation is calculated based on the waveguide effect of the arid zone strata, resulting in a vibration propagation attenuation term, including:

[0085] The vibration propagation attenuation term can be obtained using the following formula:

[0086] V1=80-23·log(r)·(1-0.05ρ w )

[0087] Where V1 is the vibration propagation attenuation term; r is the relative distance between the vibration source center and the earthen site; ρ w The moisture content of the earthen site.

[0088] Based on the distance from the vibration source center to the earthen site, and combined with the water content of the earthen site, an attenuation formula is constructed, where 80 represents the optimized value of the vibration source's conduction effect in the strata, (1-0.05ρ w ) is the moisture content correction coefficient, which corrects the influence of moisture content on soil density and thus adjusts the vibration attenuation amplitude. The higher the moisture content of the soil site, the denser the soil and the more significant the vibration attenuation. -23log(r) represents the attenuation of the vibration source's influence with distance, where r is in meters. This is to solve the far-field prediction deviation caused by the stratum waveguide effect in arid areas.

[0089] In one embodiment, the vibration response of the earthen site is calculated based on the designed vehicle speed of the traffic route, resulting in a nonlinear attenuation term for the vehicle speed, including:

[0090] The nonlinear decay term of vehicle speed is obtained using the following formula:

[0091] V2=γ·v 1.2

[0092] γ = 0.08e -0.003v

[0093] Where V2 is the nonlinear decay term of vehicle speed; γ is the vehicle speed sensitivity coefficient; v is the design speed of the traffic route; v 1.2 This is a correction factor for high-speed operating conditions.

[0094] A speed sensitivity coefficient γ = 0.08e was constructed based on the design speed of the traffic route (unit: km / h). -0.003v This coefficient changes exponentially with increasing vehicle speed, reflecting the nonlinear decay law of damping of the earthen structure with vehicle speed. The decay rate increases sharply, especially when the vehicle speed exceeds 80 km / h. Simultaneously, through v... 1.2 The coefficient correction corrects the dispersion effect of wheel-rail impact energy on earthen sites under high-speed conditions, i.e. the difference in frequency distribution of impact energy at different vehicle speeds, thereby solving the problem of prediction distortion under high-speed conditions caused by the traditional model simplifying vehicle speed into a linear term.

[0095] In one embodiment, the vibration transmission efficiency is calculated based on the traffic type, the roadbed and pavement type of the traffic route, and the shear wave velocity of the strata at the bottom of the earthen site, resulting in a traffic vibration source correction term, including:

[0096] The traffic vibration source correction term is obtained using the following formula:

[0097]

[0098] α2=0.047C s -18.4

[0099] Where, α i For traffic vibration source correction term; α1 is the correction coefficient for roadbed and pavement type of traffic route; α2 is the correction coefficient for shear wave velocity of the strata at the bottom of the earthen site; α3 is the correction coefficient for traffic type; C s The shear wave velocity of the strata at the bottom of the earthen site.

[0100] The impedance matching factor between the subgrade and the earthen site is determined based on the subgrade and pavement type, i.e., the correction coefficient for the subgrade and pavement type of the traffic route. For asphalt pavement, α1 = 2dB, indicating high stiffness and strong vibration transmission; for concrete pavement, α1 = 0dB, with concrete pavement serving as the baseline value; for earthen subgrade, α1 = 0dB, indicating high damping and rapid attenuation. The correction coefficient quantifies the influence of pavement stiffness on vibration transmission. The filtering characteristics of the bottom strata of the earthen site are corrected and calibrated based on the different soil shear wave velocities. A foundation shear wave velocity correction coefficient α2 = 0.047C is constructed based on the shear wave velocity of the bottom strata of the earthen site. s -18.4, the shear wave velocity of the strata at the bottom of the earthen site is expressed in meters per second (m / s) to quantify the influence of stratum filtering characteristics on vibration. Different traffic types—railways, highways, and ordinary roads—exhibit coupling between the dominant wheel-rail or wheel impact frequency and the natural frequency of the earthen site. Considering this coupling effect, a traffic type correction coefficient α3 is determined based on the traffic type: α3 = 8 dB for railways, indicating significant wheel-rail impact on the road surface; α3 = 5 dB for highways, where low-frequency vibration is dominant; and α3 = 0 dB for ordinary roads. This quantifies the coupling effect between wheel-rail impact and the natural frequency of the earthen site. The three coefficients are superimposed to form a traffic vibration source correction term, addressing the calculation error of vibration transmission under different traffic vibration source conditions.

[0101] In one embodiment, the coordination effect of the vibration response of the earthen site is calculated based on the structure type, height, total length of fissures, and depth of weathering and erosion, resulting in a correction term for the earthen site's intrinsic characteristics, including:

[0102] The correction term for the primordial features of the earthen site is obtained using the following formula:

[0103]

[0104] D f =0.2×λ c +0.15×d w

[0105] β2=1.38×e -0.02H

[0106] Where, β jβ1 is the correction term for the primordial characteristics of the earthen site; D is the correction coefficient for the structural type differences of the earthen site. f β2 is the degradation correction factor; H is the height of the earthen site; λ is the vibration amplification correction factor. c d is the total length of the crack; w This represents the depth of weathering and erosion.

[0107] The structural amplification factor, or vibration amplification correction factor β1, is determined based on the structural type of the earthen site. Differences in structural type lead to variations in structural stiffness, resulting in different vibration amplification responses. For rammed earth sites, β1 = 1 dB, indicating high structural density; for rammed earth beacon towers, β1 = 3.5 dB, their height is greater than rammed earth sites, exhibiting an amplification effect; for unearthed earth sites, β1 = -2.1 dB, they are discrete materials with high damping. The structural type difference correction factor quantifies the amplification or attenuation effect of structural stiffness on vibration. A height amplification factor, or vibration amplification correction factor β2, is constructed based on the height of the earthen site to quantify the exponential amplification effect of vibration with increasing height. The vibration amplification factor of earthen sites increases with height; actual measurements show that the vibration amplification factor is 2.3 times at a height of 10 meters. The impact of the deterioration of earthen sites on vibration response mainly includes crack development and weathering erosion depth. To address the synergistic mechanism between deterioration accumulation and vibration, a deterioration correction coefficient is constructed using deterioration data such as total crack length and weathering erosion depth. This coefficient quantifies the changes in the dynamic characteristics of earthen sites caused by structural damage. The three coefficients are superimposed to form a correction term for the intrinsic characteristics of earthen sites, thus addressing the differences in vibration response caused by the inherent characteristics of earthen sites.

[0108] In one embodiment, the vibration energy accumulation effect of the eroded area at the bottom of the earthen site is calculated based on the area ratio of the eroded area, resulting in a correction term for the eroded area of ​​the earthen site, including:

[0109] The correction term for the erosion zone of the earthen site is obtained using the following formula:

[0110]

[0111] Where η is the correction term for the erosion area of ​​the earthen site; A e This represents the percentage of the area affected by erosion.

[0112] Based on the proportion of the eroded area, there will be a suspended area at the bottom of the earthen site after erosion, which has a vibration energy accumulation effect. When erosion reaches 20%, the vibration intensity of the earthen site is 1.8 times that of the non-eroded area. A correction term η for the eroded area of ​​the earthen site is constructed to quantify the vibration energy concentration phenomenon caused by the sudden change in wave impedance in the eroded area, and solve the prediction blind zone problem caused by the traditional model ignoring the influence of erosion.

[0113] It should be understood that although the steps in the flowcharts of the embodiments described above are shown sequentially according to the arrows, these steps are not necessarily executed in the order indicated by the arrows. Unless explicitly stated herein, there is no strict order restriction on the execution of these steps, and they can be executed in other orders. Moreover, at least some steps in the flowcharts of the embodiments described above may include multiple steps or multiple stages. These steps or stages are not necessarily completed at the same time, but can be executed at different times. The execution order of these steps or stages is not necessarily sequential, but can be performed alternately or in turn with other steps or at least some of the steps or stages of other steps.

[0114] Based on the same inventive concept, this application also provides a system for predicting the vibration level of earthen sites based on vehicle-induced vibration, which is used to implement the above-mentioned method for predicting the vibration level of earthen sites based on vehicle-induced vibration. The solution provided by this system is similar to the solution described in the above method. Therefore, the specific limitations of one or more embodiments of the system for predicting the vibration level of earthen sites based on vehicle-induced vibration provided below can be found in the limitations of the method for predicting the vibration level of earthen sites based on vehicle-induced vibration above, and will not be repeated here.

[0115] In one exemplary embodiment, such as Figure 3 As shown, a vibration level prediction system for earthen ruins based on vehicle-induced vibration is provided, comprising:

[0116] Data acquisition module 301 is used to acquire data on earthen ruins and traffic route selection schemes;

[0117] The vibration level prediction module 302 is used to input the earthen site data and traffic route selection scheme into the pre-constructed earthen site vibration level model based on vehicle-induced vibration to obtain the vibration level prediction result of the earthen site.

[0118] In one embodiment, it further includes:

[0119] The vibration propagation attenuation module is used to calculate the relative distance between the vibration source center and the earthen site based on the location of the earthen site and the location of the vibration source center. It also calculates the vibration propagation attenuation based on the waveguide effect of the strata in arid areas, taking into account the water content of the earthen site, and obtains the vibration propagation attenuation term.

[0120] The vehicle speed nonlinear decay module is used to calculate the vibration response of the earthen site based on the design vehicle speed of the traffic route, and obtain the vehicle speed nonlinear decay term;

[0121] The traffic vibration source correction module is used to calculate the vibration transmission efficiency based on traffic type, roadbed and pavement type of traffic route and shear wave velocity of the bottom stratum of earthen site, and obtain traffic vibration source correction term;

[0122] The earthen site feature correction module is used to calculate the coordination effect of the vibration response of the earthen site based on the earthen site structure type, earthen site height, total crack length and weathering erosion depth, and obtain the earthen site feature correction item.

[0123] The earthen site erosion area correction module is used to calculate the vibration energy accumulation effect of the eroded suspended area at the bottom of the earthen site based on the area ratio of the eroded area, and obtain the earthen site erosion area correction term.

[0124] The full-process module is used to integrate and superimpose the vibration propagation attenuation term, the vehicle speed nonlinear attenuation term, the traffic vibration source correction term, the earthen site body feature correction term, and the earthen site erosion area correction term to obtain the earthen site vibration level prediction result.

[0125] This invention is applied to the vibration prediction of the Jing'an section of the Ming Great Wall in the Hexi Corridor. The vibration propagation attenuation term V1 is: the relative distance r from the vibration source center to the earthen site is 50m, and the water content ρ of the earthen site is... w If the vibration propagation attenuation is 3.6%, then the vibration propagation attenuation term V1 = 80 - 23·log(r)·(1 - 0.05ρ) w )=80-23×log50×(1-0.05×3.6)=47.95dB. The design speed v of the traffic route is 120km / h, then the nonlinear speed decay term V2=γ·v 1.2 =0.08e -0.003v ·v 1.2 =0.08×e -0.003×120 ×120 1.2 =17.45dB. The roadbed and pavement type of the transportation route is concrete pavement, and the shear wave velocity C at the bottom of the earthen site is... s Given a speed of 280 m / s and a traffic type of highway, the traffic vibration source correction term is... The earthen site is classified as a rammed earth site, with a total fissure length of 5 meters, a weathering and erosion depth of 20 centimeters, and a height of 3.5 meters. Therefore, the following modifications should be made to the characteristics of the earthen site. The area of ​​the eroded area of ​​the earthen site accounts for A e At 20%, the correction item for the erosion area of ​​the earthen site. 1.78dB. The final combination yields V. z =V1+V2+α i +β j +η=47.95+17.45+0.04+5.28+1.78=72.5dB, which deviates from the measured value of 76.34dB by 5.1%.

[0126] In one embodiment, a computer device is provided, including a memory and a processor, the memory storing a computer program, the processor executing the computer program to implement the steps in the above method embodiments.

[0127] In one embodiment, a computer-readable storage medium is provided having a computer program stored thereon, which, when executed by a processor, implements the steps in the above method embodiments.

[0128] For the device embodiments, since they basically correspond to the method embodiments, the relevant parts can be referred to in the description of the method embodiments. The device embodiments described above are merely illustrative. The components described as separate parts may or may not be physically separate, and the components shown as units may or may not be physical units, that is, they may be located in one place or distributed across multiple network units. Some or all of the modules can be selected to achieve the purpose of this disclosure according to actual needs. Those skilled in the art can understand and implement this without creative effort.

[0129] The above-described embodiments are merely illustrative of several implementation methods of the embodiments of this application, and their descriptions are relatively specific and detailed. However, they should not be construed as limiting the scope of the patent application. It should be noted that those skilled in the art can make various modifications and improvements without departing from the concept of the embodiments of this application, and these modifications and improvements all fall within the protection scope of the embodiments of this application.

Claims

1. A method for predicting the vibration level of earthen ruins based on vehicle-induced vibration, characterized in that, The method includes: Acquire data on earthen archaeological sites and transportation route selection schemes. The earthen archaeological site data includes the site's location, moisture content, shear wave velocity of the strata at its base, structural type, height, and deterioration data. The structural type of the earthen archaeological site is rammed earth, rammed earth beacon towers, or raw earth. The deterioration data includes the total length of fissures, the depth of weathering and erosion, and the percentage of eroded area. The transportation route selection scheme includes the location of the vibration source center, transportation type, roadbed and pavement type, and design speed. The transportation type is railway, expressway, or ordinary road. The roadbed and pavement type is asphalt pavement, concrete pavement, or earthen roadbed. The data of the earthen site and the traffic route selection scheme are input into the pre-constructed vibration level model of the earthen site based on vehicle-induced vibration to obtain the vibration level prediction result of the earthen site. The vibration level model of the earthen site based on vehicle-induced vibration corresponds to the vibration propagation attenuation term, vehicle speed nonlinear attenuation term, traffic vibration source correction term, earthen site body feature correction term, and earthen site erosion area correction term in the vibration propagation process from the vibration source center to the earthen site.

2. The method according to claim 1, characterized in that, The vibration level prediction results of the earthen site based on vehicle-induced vibration are obtained through the following method: The relative distance between the vibration source center and the earthen site is calculated based on the location of the earthen site and the location of the vibration source center. Combined with the water content of the earthen site, the vibration propagation attenuation is calculated based on the waveguide effect of the strata in arid areas, and the vibration propagation attenuation term is obtained. The vibration response of the earthen site was calculated based on the designed vehicle speed of the traffic route, and the nonlinear attenuation term of the vehicle speed was obtained. The vibration transmission efficiency is calculated based on the traffic type, the roadbed and pavement type of the traffic route, and the shear wave velocity of the bottom stratum of the earthen site, and the traffic vibration source correction term is obtained. The coordination effect of the vibration response of the earthen site is calculated based on the structure type, height, total length of the fissures and depth of weathering and erosion, and the correction term of the earthen site's main features is obtained. Based on the area ratio of the eroded area, the vibration energy accumulation effect of the eroded and suspended area at the bottom of the earthen site is calculated, and the correction term for the eroded area of ​​the earthen site is obtained. The vibration propagation attenuation term, the vehicle speed nonlinear attenuation term, the traffic vibration source correction term, the earthen site body feature correction term, and the earthen site erosion area correction term are integrated and superimposed to obtain the earthen site vibration level prediction result. The vibration magnitude prediction result of the earthen site is obtained using the following formula: V z =V1+V2+a i +b j +n Among them, V z V1 represents the vibration level prediction result of the earthen site; V2 represents the vibration propagation attenuation term; V3 represents the vehicle speed nonlinear attenuation term; α represents the vibration level prediction result of the earthen site. i For the traffic vibration source correction term; β j η is the correction term for the main features of the earthen site; η is the correction term for the erosion area of ​​the earthen site.

3. The method according to claim 2, characterized in that, The relative distance between the vibration source center and the earthen site is calculated based on the location of the earthen site and the location of the vibration source center. Combined with the water content of the earthen site, the vibration propagation attenuation is calculated based on the waveguide effect of the arid zone strata, resulting in the vibration propagation attenuation term, which includes: The vibration propagation attenuation term is obtained using the following formula: V1=80-23·log(r)·(1-0.05ρ w ) Wherein, V1 is the vibration propagation attenuation term; r is the relative distance between the vibration source center and the earthen site; ρ w The moisture content of the earthen site.

4. The method according to claim 2, characterized in that, The vibration response of the earthen site is calculated based on the designed vehicle speed of the traffic route, resulting in the nonlinear attenuation term of the vehicle speed, including: The nonlinear decay term of vehicle speed is obtained using the following formula: V2=γ·v 1.2 γ=0.08e -0.003v Wherein, V2 is the nonlinear attenuation term of vehicle speed; γ is the vehicle speed sensitivity coefficient; v is the design speed of the traffic route; v 1.2 This is a correction factor for high-speed operating conditions.

5. The method according to claim 2, characterized in that, The method of calculating the vibration transmission efficiency based on the traffic type, the roadbed and pavement type of the traffic route, and the shear wave velocity of the strata at the bottom of the earthen site to obtain the traffic vibration source correction term includes: The traffic vibration source correction term is obtained using the following formula: α2＝0.047C s -18.4 Where, α i α1 is the traffic vibration source correction term; α2 is the roadbed and pavement type correction coefficient; α3 is the shear wave velocity correction coefficient of the bottom strata of the earthen site; C is the traffic type correction coefficient. s The shear wave velocity is the stratum at the bottom of the earthen site.

6. The method according to claim 2, characterized in that, The coordination effect of calculating the vibration response of the earthen site based on the structural type, height, total length of fissures, and depth of weathering and erosion yields a correction term for the earthen site's physical characteristics, including: The correction term for the physico-features of the earthen site is obtained using the following formula: D f =0.2×λ c +0.15×d w β2＝1.38×e -0.02H Where, β j β1 is the correction term for the physicoscopic features of the earthen site; D is the correction coefficient for the structural type difference of the earthen site. f β2 is the degradation correction factor; H is the height of the earthen site; λ is the vibration amplification correction factor. c d is the total length of the crack; w This represents the depth of weathering and erosion.

7. The method according to claim 2, characterized in that, The calculation of the vibration energy accumulation effect in the eroded and suspended area at the bottom of the earthen site based on the area ratio of the eroded area yields a correction term for the eroded area of ​​the earthen site, including: The correction term for the erosion zone of the earthen site is obtained using the following formula: Wherein, η is the correction term for the erosion area of ​​the earthen site; A e This represents the percentage of the area affected by erosion.

8. A vibration level prediction system for earthen ruins based on vehicle-induced vibration, characterized in that, The system includes: The data acquisition module is used to acquire data on earthen ruins and traffic route selection schemes; The vibration level prediction module is used to input the earthen site data and the traffic route selection scheme into a pre-constructed vibration level model of the earthen site based on vehicle-induced vibration, and obtain the vibration level prediction result of the earthen site.

9. A computer device comprising a memory and a processor, wherein the memory stores a computer program, characterized in that, When the processor executes the computer program, it implements the method of any one of claims 1 to 7.

10. A computer-readable storage medium having a computer program stored thereon, characterized in that, When the computer program is executed by a processor, it implements the method of any one of claims 1 to 7.

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