Vibration and noise joint control method and system for upper cover building of vehicle base

Abstract

The invention provides a vibration and noise joint control method and system for an upper cover building of a vehicle base, and relates to the technical field of building vibration and noise control. A test building is built on a target area track of the vehicle base, and a plurality of actual vibration data of the test building before and after the vibration isolation device is installed are collected; establishing a finite element model of the target building, and calibrating the model by using the dynamic load data of the vehicle and the actual vibration data; initial setting parameters of the vibration isolation device are obtained, the parameters are input into the calibrated model to obtain predicted vibration data and predicted noise data, the initial arrangement scheme and the initial setting parameters are adjusted according to the predicted vibration data and the predicted noise data, and an implementation scheme is obtained; construction is completed according to the implementation scheme, and field testing is carried out. According to the invention, the technical problems of uncertain vibration noise control effect and insufficient accuracy in the prior art are effectively solved.

Description

TECHNICAL FIELD

[0001] The present application relates to the technical field of building vibration and noise control, and particularly relates to a vehicle base superstructure building vibration and noise joint control method and system. BACKGROUND

[0002] The development mode of the vehicle base superstructure building can efficiently utilize urban land resources and realize the composite development of traffic hubs and residential, commercial and other functions, and has broad application prospects. However, the vibration and noise generated by the train running in the base will be transmitted upward through the structure, directly affecting the use quality and comfort of the superstructure space, and therefore, joint control of vibration and noise has become a key technical problem that must be solved in such building development projects.

[0003] At present, the existing vibration and noise control technology in the industry mostly uses methods such as laying vibration reduction fasteners under the track or setting vibration isolation pads in the structure layer to achieve vibration reduction by weakening the vibration source or blocking the transmission path. In the scheme design stage, the selection of vibration isolation parameters often depends on the engineering experience of the designer or simple reference to similar projects, and lacks precise analysis and calculation of the vibration transmission characteristics of the specific project.

[0004] However, since the structure form, geological conditions and track layout of each vehicle base and its superstructure building are not the same, the characteristics of vibration transmission are also significantly unique. The aforementioned experience-dependent method results in insufficient pertinence and poor adaptability of the vibration isolation parameters and arrangement scheme, making it difficult to ensure that the final vibration and noise control effect can stably meet the environmental standard requirements. Therefore, how to overcome the limitations of experience design and provide a more precise and reliable vibration and noise control method is a technical problem that needs to be solved in the field. SUMMARY

[0005] The purpose of the present application is to provide a vehicle base superstructure building vibration and noise joint control method and system to solve the problem of insufficient precision of the vibration and noise control effect of the vehicle base superstructure building in the prior art.

[0006] To solve the above technical problems, in a first aspect, the present application provides a vehicle base superstructure building vibration and noise joint control method, comprising: determining an initial arrangement scheme of a vibration isolation device, the initial arrangement scheme being determined based on a vibration transmission path determined according to the relative position relationship between the track in a target area and the target building, and a target vibration isolation frequency set according to the structure form of the target building; building a test building on the track in the target area of the vehicle base, and collecting a plurality of actual vibration data of the test building before and after the vibration isolation device is installed according to the initial arrangement scheme; A finite element model of the target building is established, and the finite element model is calibrated using the vehicle's dynamic load data and the multiple actual vibration data to obtain a calibrated finite element model. The initial setting parameters of the vibration isolation device are obtained and input into the calibrated finite element model to obtain the predicted vibration data and predicted noise data of the target building when the vehicle is running. Based on the predicted vibration data and the predicted noise data, adjust the initial layout scheme and the initial setting parameters to obtain the implementation scheme; The construction of the target building was completed according to the implementation plan, and on-site testing was conducted to verify the vibration and noise control effect of the implementation plan.

[0007] Optionally, the step of obtaining the initial setting parameters of the vibration isolation device includes: By analyzing the multiple actual vibration data, a target type of vibration isolation device was selected from the various types of vibration isolation devices installed in the test building. The physical characteristic parameters of the vibration isolation device of the target type are determined as initial setting parameters; wherein, the physical characteristic parameters include vertical stiffness parameters, horizontal stiffness parameters, damping ratio parameters, and natural frequency parameters.

[0008] Optionally, the step of selecting a target type of vibration isolation device includes: Acquire first actual vibration data and second actual vibration data, wherein the first actual vibration data is the actual vibration data before the vibration isolation device is installed; and the second actual vibration data is the actual vibration data after the vibration isolation device is installed. From the first actual vibration data, the vibration amplitude of the sensitive points in the test building is extracted to determine the vibration exceedance and to identify the vibration attenuation characteristics and the main vibration frequency of the test building structure. Based on the second actual vibration data, calculate the degree of vibration amplitude reduction corresponding to each type of vibration isolation device, and analyze its vibration reduction characteristics; Based on a comprehensive evaluation of the vibration overshoot, vibration attenuation characteristics, main vibration frequency, degree of vibration amplitude reduction, and vibration reduction characteristics, the vibration isolation device that can meet the control requirements and has the best vibration reduction effect is selected as the target type of vibration isolation device.

[0009] Optionally, the step of determining the initial arrangement scheme of the vibration isolation device includes: Analyze the main propagation path of vibration energy from the track within the target area to the target building to determine the vibration transmission path; Determine the dynamic characteristic frequencies of the building structure and the frequency range that needs to be protected, as the target vibration isolation frequencies; Based on the vibration transmission path and the target vibration isolation frequency, the key locations where vibration energy is transmitted and the areas with significant vibration response are identified as the preset installation locations for the vibration isolation device. Based on the preset installation location, the specific installation points and configuration quantity of the vibration isolation device are planned to form an initial layout scheme.

[0010] Optionally, the step of calibrating the finite element model using the vehicle's dynamic load data and the multiple actual vibration data to obtain a calibrated finite element model includes: The dynamic load data of the vehicle is applied to the track structure element of the finite element model; Run the finite element model to obtain the simulated vibration response at each measuring point of the test building; Compare the simulated vibration response with the multiple actual vibration data; If the error between the simulated vibration response and the actual vibration data is greater than a preset threshold, the material properties and structural parameters in the finite element model are adjusted, and the aforementioned running and comparison steps are repeated until the error is less than the preset threshold.

[0011] Optionally, the initial setting parameters include stiffness parameters, damping ratio parameters, and natural frequency parameters; The step of adjusting the initial layout scheme and the initial setting parameters based on the predicted vibration data and the predicted noise data to obtain the implementation scheme includes: Analyze the predicted vibration data and the predicted noise data to identify areas where vibration and noise exceed limits; Based on the vibration transmission path, determine the critical path points and propagation routes for vibration energy to enter the target building; Based on the critical path points and propagation routes, the stiffness parameters, damping ratio parameters, and natural frequency parameters in the initial settings are adjusted, and the installation position and type of the vibration isolation device in the initial layout scheme are modified to generate an optimized layout scheme for the vibration isolation device, which serves as the implementation scheme.

[0012] Optionally, after completing the construction of the target building according to the described implementation scheme, the method further includes: Lay track vibration damping components on the track lines in the target area within the vehicle depot; or, lay an elastic vibration damping layer under the track bed on the corresponding track lines within the projection range of the sensitive area of ​​the target building in the target area and the surrounding predetermined distance.

[0013] Optionally, after completing the construction of the target building according to the described implementation scheme, the method further includes: For the small-radius curve sections of the track within the target area, use tracks with vibration reduction function; or, cover the upper part of the walls of adjacent sensitive buildings in the target area and install sound-absorbing devices or soundproof windows; or, install sound-absorbing devices or soundproof devices on the ventilation structure and the area crossing the road in the depot.

[0014] Secondly, this application provides a vibration and noise control system for a vehicle base superstructure, comprising: The determination module is used to determine the initial layout scheme of the vibration isolation device. The initial layout scheme is determined based on the vibration transmission path determined by the relative positional relationship between the track and the target building within the target area, and the target vibration isolation frequency set according to the structural form of the target building. The acquisition module is used to construct a test building on the track in the target area of ​​the vehicle base, and to acquire multiple actual vibration data of the test building before and after the installation of the vibration isolation device, according to the initial layout plan. The calibration module is used to establish a finite element model of the target building and calibrate the finite element model using the vehicle's dynamic load data and the multiple actual vibration data to obtain a calibrated finite element model. The prediction module is used to obtain the initial setting parameters of the vibration isolation device and input the initial setting parameters into the calibrated finite element model to obtain the predicted vibration data and predicted noise data of the target building when the vehicle is running. The generation module is used to adjust the initial layout scheme and the initial setting parameters based on the predicted vibration data and the predicted noise data to obtain an implementation scheme; The verification module is used to complete the construction of the target building according to the implementation scheme and conduct on-site tests to verify the vibration and noise control effect of the implementation scheme.

[0015] Thirdly, this application provides an electronic device, comprising: Memory, used to store computer programs; A processor is used to execute the computer program to implement the steps of the vibration and noise control method for the vehicle base superstructure as described in the first aspect above.

[0016] The vibration and noise control method for target buildings within a vehicle base provided by this invention first establishes an initial layout scheme for vibration isolation devices, providing a scientific, physics-based starting point for subsequent optimization work and avoiding blind design. Then, by constructing a test building and collecting multiple actual vibration data points, it provides real and reliable physical world data support for subsequent model calibration and device selection. Next, by establishing a finite element model of the target building and calibrating the model using vehicle dynamic load data and the actual vibration data, a high-fidelity "digital twin" model can be created, ensuring the accuracy of subsequent simulation predictions. Then, by inputting the initial setting parameters determined from physical experiments into the calibrated finite element model, the predicted vibration and noise data of the entire target building can be accurately predicted, and the scheme can be iteratively optimized accordingly, thereby obtaining the optimal implementation scheme without expensive physical modifications. Finally, construction is carried out according to the implementation scheme, and on-site testing is completed, forming a complete closed loop from design, simulation, optimization to final verification, thus ensuring that the vibration and noise control effect ultimately achieves the preset target.

[0017] Furthermore, the process of obtaining the initial setting parameters of the vibration isolation device demonstrates the scientific nature of this invention. This process involves multi-dimensional analysis of multiple actual vibration data points, comparing the degree of vibration amplitude reduction, vibration attenuation characteristics, and attenuation characteristics in different frequency bands before and after installing different types of vibration isolation devices. Based on this series of measured performance indicators, the optimal type of vibration isolation device with the best vibration reduction effect can be selected from a variety of candidate devices, using data as the basis. The physical characteristic parameters of this target type of device (such as vertical and horizontal stiffness, damping ratio, natural frequency, etc.) are then determined as the initial setting parameters. This step ensures that the parameters entering the simulation stage are not derived from theoretical calculations, but from the physical entity that performs best under real working conditions, greatly improving the technical reliability of the entire control method and the accuracy of the final effect. Attached Figure Description

[0018] To more clearly illustrate the technical solutions of the embodiments of this application or the prior art, the drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, the 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.

[0019] Figure 1 A flowchart illustrating a method for joint control of vibration and noise from a vehicle base superstructure provided in this application embodiment; Figure 2 A flowchart illustrating the specific implementation of a vibration and noise control method for a vehicle base superstructure provided in this application embodiment; Figure 3 This is a structural schematic diagram of a vibration and noise control system for a vehicle base superstructure provided in an embodiment of this application. Detailed Implementation

[0020] To enable those skilled in the art to better understand the present application, the present application will be further described in detail below with reference to the accompanying drawings and specific embodiments. Obviously, the described embodiments are merely some embodiments of the present application, and not all embodiments. Based on the embodiments in this application, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of this application.

[0021] The core of this application is to provide a method for joint control of vibration and noise from a vehicle base superstructure, and a flowchart of one specific implementation is shown below. Figure 1 As shown, the method includes: S101. Determine the initial layout scheme of the vibration isolation device.

[0022] The initial layout scheme is determined based on the vibration transmission path determined by the relative positional relationship between the track and the target building within the target area, and the target vibration isolation frequency set according to the structural form of the target building. In this application, the track within the target area mainly refers to a vehicle depot, such as a subway track depot area. The target building refers to the building or building complex to be constructed above the track within the target area.

[0023] Among them, the vibration transmission path refers to the main propagation route of vibration energy from the source of the track through the track bed, soil layer, depot structure and other media to the target building; the target vibration isolation frequency refers to the range of vibration frequencies that the vibration isolation device needs to attenuate in order to make the vibration and noise of the target building meet environmental standards.

[0024] Optionally, step S101 may specifically include the following sub-steps: S1011. Analyze the main propagation path of vibration energy from the track to the target building within the target area to determine the vibration transmission path.

[0025] In one specific implementation, firstly, spatial parameters of the track and target buildings within the target area are obtained through on-site surveys, such as vertical spacing, track bed type, and building foundation form. Then, based on these parameters, multiple potential vibration propagation routes are identified. Finally, considering factors such as the vibration transmission capacity of each medium and path length in different routes, the route where vibration energy is most easily transmitted is selected as the primary vibration transmission path through comparison.

[0026] For example, for a target area within a vehicle depot, the core spatial parameters are first determined through on-site surveys: the vertical distance between the track and the target building is 8 meters, the track uses a crushed stone track bed, and the target building has a raft foundation. Then, based on these survey parameters, two potential vibration propagation routes are identified: the "track-track bed-soil layer-building foundation" route and the "track-adjacent structure-building main body" route.

[0027] Subsequently, the key influencing factors of the two routes were comprehensively considered: For the “track-track bed-soil layer-building foundation” route, the crushed stone track bed has a strong vibration transmission capacity, the soil layer is 3m thick and has a uniform texture, and the energy loss during vibration transmission is small. The total length of the entire route is 11m.

[0028] For the "track-adjacent structure-building body" route, the adjacent structure is made of brick masonry, which has a weak vibration transmission capacity. In addition, the route needs to detour by 5m, with a total length of 16m. The vibration energy is significantly attenuated during the transmission process.

[0029] By comparing the overall vibration transmission effects of the two routes, for example, calculations using a preset method show that the vibration energy loss of the "track-track bed-soil layer-building foundation" route is only 20%, with a transmission efficiency as high as 80%, while the vibration energy loss of the "track-adjacent structure-building main body" route reaches 65%, with a transmission efficiency of only 35%. Therefore, the former is determined to be the main vibration transmission path. The preset calculation method can be set according to requirements, such as using different weights based on soil thickness and route length; this application does not limit this.

[0030] S1012. Determine the dynamic characteristic frequency and the frequency range to be protected of the building structure as the target vibration isolation frequency.

[0031] The dynamic characteristic frequencies of the building structure include data such as its natural frequencies; the frequency range to be protected is determined based on environmental protection requirements parameters such as vibration limits and noise limits for different functional areas of the target building.

[0032] In this embodiment of the invention, firstly, the building structure is vibrated using specialized equipment to capture and determine its natural frequency range. Secondly, relevant urban vibration and noise standards are consulted, and combined with the functional positioning of the target building, corresponding vibration and noise limit standards are obtained to clarify the external vibration frequency range that needs to be controlled. Finally, the building's own natural frequency is combined with the external vibration frequency that needs to be controlled to ultimately determine the target vibration isolation frequency.

[0033] For example, continuing the previous example, firstly, a vibration exciter is used to excite the building's frame structure, revealing its natural frequency range to be 5-20Hz. Secondly, considering the building's residential function and consulting relevant standards, the required external vibration frequency range to be controlled is determined to be 2-30Hz. Finally, combining the building's own natural frequency of 5-20Hz and the control frequency range of 2-30Hz, the target vibration isolation frequency is determined to be 2-30Hz, ensuring that the vibration isolation measures both prevent building resonance and meet environmental standards.

[0034] S1013. Based on the vibration transmission path and the target vibration isolation frequency, identify the key locations where vibration energy is transmitted and the areas with significant vibration response, and use them as the preset installation locations for the vibration isolation device.

[0035] In one specific implementation, firstly, based on the main vibration transmission path determined in S1011, multiple monitoring points are uniformly selected along this path on the building structure. Secondly, vibration response testing technology is used to collect vibration data at each monitoring point within the target vibration isolation frequency range. Finally, the vibration data of each monitoring point are compared, and the area with the highest value is identified as the area with significant vibration response; simultaneously, the location where the vibration transmission path directly intersects with the building structure is identified as the key location for vibration energy transmission. These two types of areas together serve as the preset installation locations for the vibration isolation device.

[0036] For example, continuing the previous example, firstly, based on the determined main transmission path, 10 monitoring points (including 8 column bases and 2 wall bases) are evenly selected along the connection between the building foundation and the main structure. Secondly, data is collected at each monitoring point within the target vibration isolation frequency range of 2-30Hz. Finally, the data are compared, revealing that the average vibration acceleration at the 8 column base monitoring points is significantly higher than that at the wall base; simultaneously, the column base is a critical node for vibration energy transmission. Therefore, the column base is determined to be a region with significant vibration response and a key location for vibration energy transmission, and it is used as the preset installation location for the vibration isolation device.

[0037] S1014. Based on the preset installation location, plan the specific installation points and configuration quantity of the vibration isolation device to form an initial layout plan.

[0038] In one specific implementation, firstly, the specific distribution of the preset installation locations determined in S1013 is clarified. Secondly, the total vertical load that each preset installation location needs to bear is obtained through structural load calculation. Then, based on the project's vibration isolation requirements, the model of the vibration isolation device is initially selected, and the rated bearing capacity of a single vibration isolation device is determined. Finally, based on the principle of force balance, the required number of vibration isolation devices for each installation point is calculated, ultimately forming a complete initial layout plan.

[0039] For example, continuing the previous example, firstly, the predetermined installation locations are identified as 12 column bases. Secondly, through structural mechanics calculations, it is determined that the total vertical load to be borne by each column base installation location is 800kN. Then, a certain type of rubber vibration isolation device is initially selected, with a single rated load capacity of 200kN. Finally, based on the rule that "number of devices required at a single point = total vertical load at a single point ÷ rated load capacity of a single device," it is calculated that 4 vibration isolation devices of this type are required at each column base installation point. Ultimately, considering the distribution of the 12 column bases and the configuration of 4 devices at each location, a complete initial layout scheme is formed.

[0040] This invention overcomes the limitations of traditional experience-based design by determining the vibration transmission path, scientifically setting the target vibration isolation frequency, and rationally planning the initial layout of the vibration isolation device. This ensures that the vibration isolation scheme is highly adapted to the actual working conditions of the project from the very beginning, solving the problems of blindness and poor adaptability of the scheme caused by the lack of precise analysis in the prior art.

[0041] S102. Construct a test building on the track in the target area of ​​the vehicle base, and collect multiple actual vibration data of the test building before and after the installation of vibration isolation devices, according to the initial layout plan.

[0042] Specifically, the implementation process of this step may include: First, within the target area defined in S101, construct a test building capable of simulating the key structural features of the target building (e.g., column grid layout, floor height, etc.) to ensure that the subsequent test environment accurately reflects actual working conditions. It should be noted that, to further save costs, the floor height of the test building can be set lower than that of the target building. For example, if the target building has 5 floors, the test building can be set to 2 floors. However, the main grid layout of the test building must be consistent with that of the target building to ensure effective noise reduction.

[0043] Subsequently, actual vibration data was collected before the installation of the vibration isolation device. Vibration sensors were placed at multiple pre-set measuring points on the test building (e.g., at the base of columns, the center of floors, etc.). When a train passed under predetermined operating conditions, the sensors were activated to collect and record the vibration response data at each measuring point. This data will serve as a benchmark for evaluating the vibration isolation effect.

[0044] Next, according to the initial layout plan formed in S101, vibration isolation devices were installed at the designated installation locations in the test building. The initial layout plan clarified the specific installation locations and methods of the vibration isolation devices in the test building structure.

[0045] Finally, actual vibration data was collected after the installation of the vibration isolation device. While maintaining the same train operating conditions as before installation, the same batch of vibration sensors were used again to collect and record the vibration response data at each measuring point after the installation of the vibration isolation device.

[0046] Through the above process, two sets of actual vibration data can be obtained for direct comparison before and after the installation of the vibration isolation device, providing key experimental basis for subsequent steps (such as model calibration and parameter determination in S103).

[0047] S103. Establish a finite element model of the target building, and calibrate the finite element model using vehicle dynamic load data and multiple actual vibration data to obtain a calibrated finite element model.

[0048] The finite element model (FEM) is a simulation model that decomposes the structure of a target building into multiple simple elements for numerical calculation to simulate its mechanical behavior. To ensure the completeness and accuracy of the simulation, the model systematically covers the entire path from the vibration source to the target building. Therefore, the FEM model includes not only the target building but also key external structures that affect the target building, such as the track, track bed, soil layer, depot structure, and vibration isolation layer.

[0049] Before calibration, a finite element model must first be established. Specifically, the core structures along the entire vibration transmission path are identified, and the key components that the model must include are determined. Subsequently, based on site survey data and engineering design drawings, the basic parameters such as the dimensions and material properties of each structure are determined, and an initial finite element model is built. Finally, energy absorption conditions are set at the model boundaries to simulate an infinite domain. These energy absorption conditions are used to absorb the vibration energy propagating to the boundaries, thereby preventing vibration signals from being reflected from the model boundaries and ensuring the realism of the simulation.

[0050] For example, continuing the previous example, the model first needs to include six core structural elements: the track structure consisting of rails and sleepers, the ballast track material, the layered silty clay layer, the reinforced concrete foundation of the depot, the vibration isolation layer assembly consisting of the composite vibration isolation device determined by S102, and the target building, a three-story frame structure, which is the core analysis object. Secondly, based on the site survey data and design drawings, the structural parameters are entered: the rails are of 60kg / m type, and the elastic modulus is... The density of the crushed stone track bed is 1800. Elastic modulus of silty clay The target building uses C30 concrete with a modulus of elasticity of [missing value]. An initial finite element model was constructed based on these parameters. Finally, viscoelastic boundaries were set at the soil boundary and the building perimeter boundary of the model as energy absorption conditions.

[0051] Subsequently, the finite element model is calibrated using the vehicle's dynamic load data and multiple actual vibration data to obtain the calibrated finite element model. The specific steps include: S1031. Apply the vehicle's dynamic load data to the track structure elements of the finite element model.

[0052] In one specific implementation, firstly, on-site measured vehicle dynamic load data is collected, obtained through sensor measurements during normal vehicle operation. Secondly, the measured data is preprocessed to remove outliers and format it into a model-recognizable format. Finally, the preprocessed load data is precisely applied to the corresponding track structure elements in the finite element model to simulate the vibration excitation source generated during vehicle operation.

[0053] For example, continuing the above example, firstly, on-site measured vehicle load data is collected: using pressure sensors installed at the bottom of the rails, the interaction force data between the wheels and the rails at an operating speed of 60 km / h is measured, ranging from 80 to 120 kN, with a sampling frequency of 100 Hz. Secondly, the measured data is preprocessed to remove outliers above 150 kN caused by sensor interference, and the valid data is organized into time-series data in txt format. Finally, in the finite element model, this time-series load data is accurately applied to the corresponding element nodes of the rails.

[0054] S1032. Run the finite element model to obtain the simulated vibration response of each measuring point in the test building.

[0055] Specifically, the vibration simulation calculation of the finite element model is started, and the simulation duration and sampling frequency are set to be consistent with the actual field measurements. After running, the model will output the simulated vibration response corresponding to each measuring point on the test building. This response refers to the simulation data output by the finite element model after running, which corresponds to the actual vibration data measured on site.

[0056] For example, continuing the above example, a finite element model simulation was started, with the simulation duration set to 30 minutes and the sampling frequency to 100Hz, consistent with the actual field measurement conditions. After running, the simulated vibration response corresponding to 24 measuring points on the test building was obtained, with the vibration acceleration range being 0.14–0.21. .

[0057] S1033. Compare the simulated vibration response with multiple actual vibration data.

[0058] Specifically, the simulated vibration response of each measuring point obtained in S1032 is compared and analyzed point by point with the multiple actual vibration data collected in S102 as a reference, according to the measuring point number. That is, a one-to-one comparison is performed to evaluate the accuracy of the model simulation and calculate the errors between the two in terms of amplitude, frequency characteristics, etc.

[0059] For example, continuing the above example, the simulated vibration response is compared with the vibration acceleration range of 0.15 to 0.22 extracted from S1023. The actual vibration data were compared point by point. For example, the simulated vibration acceleration at measuring point 5 was 0.18. The measured value was 0.19. Therefore, the amplitude error between the two is 0.01. Meanwhile, comparing the frequency characteristics of the two, the main vibration frequency of the simulated data is 7-16Hz, while that of the measured data is 8-15Hz, with a small deviation in frequency characteristics.

[0060] S1034. If the error between the simulated vibration response and the actual vibration data is greater than the preset threshold, adjust the material properties and structural parameters in the finite element model, and repeat the aforementioned running and comparison steps until the error is less than the preset threshold, and obtain the calibrated finite element model.

[0061] Among them, material properties and structural parameters refer to the parameters that affect the vibration transmission characteristics in the finite element model, such as the elastic modulus, damping ratio, and density of the material; the preset threshold is the upper limit of error determined by the engineering accuracy requirements.

[0062] In one specific implementation, firstly, based on the point-by-point comparison analysis results of S1033, the measurement points where the error between the simulated and measured values ​​exceeds the standard are identified, and the key model parameters causing the error are analyzed and located. Secondly, this parameter is adjusted specifically, while keeping other parameters unchanged during the adjustment process to avoid interference from multiple parameters. Finally, the running steps of S1032 and the comparison steps of S1033 are repeated, cycling this "run-compare-adjust" process until the error between the simulated and measured values ​​of all measurement points is less than a preset threshold, marking the completion of the finite element model calibration.

[0063] For example, continuing the above example, based on the point-by-point comparison results, it is assumed that the simulated vibration acceleration at measuring points 12 and 18 has a large error compared to the measured value, which is 0.03 respectively. 0.04 Analysis determined that the problem stemmed from a discrepancy between the set and actual elastic modulus parameters of the soil layer. Secondly, the soil layer's elastic modulus parameters were specifically adjusted from the initial... Gradually adjust to Finally, the model was run again and the data compared. It was assumed that the error at measuring point 12 was calculated to be 0.01 after adjustment. The error at measuring point 18 is 0.01. The error at all measuring points is less than 0.02. After setting the preset threshold, the calibration is completed, and the calibrated finite element model is finally obtained.

[0064] This invention significantly improves the simulation accuracy of the model by establishing a finite element model with the target building as the core and using measured data from on-site physical experiments to rigorously calibrate the entire simulation system, ensuring that the model can truly reflect the vibration transmission law under actual working conditions.

[0065] S104. Obtain the initial setting parameters of the vibration isolation device and input the initial setting parameters into the calibrated finite element model to obtain the predicted vibration data and predicted noise data of the target building when the vehicle is running.

[0066] Among them, the predicted vibration data and predicted noise data refer to the simulation prediction results of the vibration intensity and noise level experienced by different areas and floors of the target building when the vehicle is running.

[0067] The steps for obtaining the initial setting parameters of the vibration isolation device specifically include: Step 1: By analyzing multiple actual vibration data, select a target type of vibration isolation device from the various types of vibration isolation devices installed in the test building.

[0068] This step aims to select the best-performing vibration isolation product through comparison of real data. Specifically, the step of selecting a target type of vibration isolation device includes: S1041. Obtain the first actual vibration data and the second actual vibration data.

[0069] The first set of actual vibration data represents the actual vibration data before the installation of the vibration isolation device; the second set of actual vibration data represents the actual vibration data after the installation of the vibration isolation device. Both sets of data were obtained during the S102 test.

[0070] S1042. Extract the vibration amplitude of sensitive points in the test building from the first actual vibration data to determine the vibration exceedance and identify the vibration attenuation characteristics and the main vibration frequency of the test building structure.

[0071] In one specific implementation, firstly, the actual vibration data before the installation of the vibration isolation device is screened, and the vibration amplitude corresponding to each sensitive point is extracted. Secondly, the vibration amplitude of each sensitive point is compared with a preset limit, and the excess amount exceeding the preset limit is calculated. Finally, the amplitude variation law of the vibration signal from the track to different positions of the test building is analyzed through data processing to identify attenuation characteristics, and the main vibration frequency of the test building structure itself is determined through spectrum analysis.

[0072] For example, continuing the above example, the actual vibration data before the installation of the vibration isolation device is analyzed. The specific process is as follows: First, from the first actual vibration data collected by S102, the vibration acceleration time-domain data of 24 preset sensitive points (these sensitive points are evenly distributed in key locations such as the column base and floor center of each floor of the test building) are extracted, and the maximum vibration value is selected from each time-domain data segment as the vibration amplitude of that measuring point.

[0073] Secondly, the vibration amplitude at each measuring point is set to a preset limit of 0.3 for vibration acceleration in the residential functional area. A comparison was conducted one by one. The comparison revealed that the vibration amplitude at 12 out of the 24 measuring points exceeded the limit, with the range being 0.32. Up to 0.45 Between. Subsequently, using the formula: Excess value = Actual vibration amplitude - Preset limit, the excess values ​​at these 12 exceeding points were calculated to be distributed within 0.02. Up to 0.15 between.

[0074] Secondly, vibration attenuation characteristics were identified by comparing the vibration amplitudes at different measuring points. For example, the comparison revealed that the average vibration amplitude at the measuring point at the bottom of the column, closest to the vibration source, was 0.4. The average vibration amplitude at the measuring point at the center of the three-story slab, far from the vibration source, was only 0.18. This clearly shows that vibrational energy decreases significantly with increasing transmission distance.

[0075] Finally, to determine the dominant vibration frequencies of the test building structure, vibration acceleration time-domain data from representative measuring points (such as those with the largest vibration amplitude) were selected and subjected to Fast Fourier Transform (FFT) to convert them from time-domain signals to frequency-domain signals, resulting in a "vibration amplitude-frequency distribution map." By observing this map, the frequency range with the highest amplitude and concentrated vibration energy was identified; this range is the dominant vibration frequency. Analysis showed that the energy in this range is mainly concentrated in the 8-15Hz range, thus it was determined to be the dominant vibration frequency of the test building structure.

[0076] S1043. Based on the second actual vibration data, calculate the degree of vibration amplitude reduction corresponding to each type of vibration isolation device, and analyze its vibration reduction characteristics.

[0077] In this embodiment, firstly, the actual vibration data after installation are categorized and organized according to the type of vibration isolation device. Secondly, the difference in vibration amplitude before and after installation at the corresponding points for each type of vibration isolation device is calculated to determine the degree of reduction in vibration amplitude. Finally, spectral analysis is performed on the vibration data corresponding to each type of vibration isolation device to clarify its attenuation effect on vibration signals in different frequency ranges and to identify its attenuation characteristics.

[0078] For example, continuing the above example, to evaluate the performance of each vibration isolation device, it is necessary to calculate the degree of vibration amplitude reduction and analyze its vibration reduction characteristics. The specific process is as follows: Regarding the calculation of the reduction in vibration amplitude: First, the second actual vibration data collected in S102 (i.e., data after the installation of vibration isolation devices) is categorized according to the type of vibration isolation device (rubber, disc spring, composite). Then, the vibration amplitude of the measuring points corresponding to the 12 exceeding points analyzed in S1042 is extracted from each category of data. Subsequently, the reduction in vibration amplitude is calculated for each measuring point using the formula: Reduction in vibration amplitude = Vibration amplitude before installation - Vibration amplitude after installation. For example, the calculation process is as follows: Rubber vibration isolation device: The vibration amplitude after installation at the corresponding measuring points is between 0.18 and 0.25. Between. Combined with the initial installation pressure of 0.32–0.45. The amplitude was calculated to be 0.14–0.20, indicating a decrease in vibration amplitude. .

[0079] Disc spring vibration isolation device: The vibration amplitude after installation at the corresponding measuring points is between 0.22 and 0.30. Between these values, the calculated reduction in vibration amplitude was 0.10–0.15. .

[0080] Composite vibration isolation device: The vibration amplitude after installation at the corresponding measuring points is between 0.15 and 0.22. Between these values, the calculated reduction in vibration amplitude was 0.17–0.23. .

[0081] Regarding the analysis of vibration reduction characteristics: First, a spectrum transformation is performed. The second set of actual vibration data (time-domain signals) categorized by type are then subjected to a Fast Fourier Transform (FFT) to obtain the vibration amplitude distribution at different frequencies for each type of vibration isolation device after installation, i.e., the "post-installation spectrum". Second, a spectrum comparison analysis is performed, comparing the "post-installation spectrum" of each device with the "pre-installation spectrum" obtained in S1042. By observing the decrease in vibration amplitude at each frequency point or band, the device's ability to reduce vibrations at different frequencies is determined. For example, the analysis process is as follows: Rubber vibration isolation device: Comparing the spectrum before and after installation, it was found that the vibration amplitude decreased most significantly in the 8-15Hz frequency band, indicating that its damping effect is optimal in this frequency band.

[0082] Disc spring vibration isolation device: Comparison shows that the most significant decrease in vibration amplitude is in the 15-20Hz frequency band, indicating that its damping effect is better in this frequency band.

[0083] Composite vibration isolation device: Comparison revealed that the vibration amplitude decreased steadily and significantly within a wide frequency range of 5-20Hz, indicating that it has the characteristic of stably reducing vibrations across a wide frequency range.

[0084] The above two steps of quantitative calculation and analysis provide reliable data support for the subsequent comprehensive evaluation and selection of the optimal vibration isolation device type in S1044.

[0085] S1044. Based on a comprehensive evaluation of vibration overscalar quantity, vibration attenuation characteristics, main vibration frequency, degree of vibration amplitude reduction, and vibration weakening characteristics, the vibration isolation device that can meet the control requirements and has the best vibration reduction effect is selected as the target type of vibration isolation device.

[0086] First, a vibration control requirements list was established based on overscalar parameters, attenuation characteristics, and major vibration frequencies. Second, the performance of various devices was compared with the requirements list. Finally, the device type that best meets all requirements and achieves the greatest reduction in vibration amplitude was selected as the target type.

[0087] For example, continuing the example above, the vibration control requirements are first established: the vibration amplitude at each sensitive point needs to be controlled within 0.3. Within a certain range, and with a strong ability to reduce vibrations in the 8-15Hz frequency band. Secondly, comparing the performance of the three vibration isolation devices with this requirement, it was found that the composite vibration isolation device can control the vibration amplitude of all sensitive points within the limit, and has a stable reduction effect on both the main vibration frequency band and wide-band vibrations, with the optimal degree of vibration amplitude reduction. Therefore, the composite vibration isolation device was selected as the target type.

[0088] Step 2: Determine the physical characteristic parameters of the vibration isolation device for the target type as initial setting parameters.

[0089] After selecting the target type, its specific physical characteristic parameters need to be calculated through mechanical analysis, including vertical stiffness parameters, horizontal stiffness parameters, damping ratio parameters, and natural frequency parameters.

[0090] For example, continuing the above example, after selecting a composite vibration isolation device as the target type, its set parameters are determined according to the mechanical analysis process: combining the key structural parameters of the test building (such as the column base load of 800kN) and the vibration reduction requirements, the vertical stiffness is calculated through structural dynamics analysis. Horizontal stiffness The damping ratio is 0.08, and the natural frequency is 6Hz. These parameters together constitute the initial setting parameters of the vibration isolation device.

[0091] After completing the above analysis and obtaining the initial setting parameters, we proceed to the second core action of this step: The initial setting parameters are input into the calibrated finite element model to obtain the predicted vibration data and predicted noise data of the target building when the vehicle is running.

[0092] The core logic behind obtaining effective predictions for the target building through this step lies in the following: the calibrated finite element model obtained in S103 has been proven to be a highly realistic "digital twin" capable of simulating the vibration transmission characteristics of the "track-foundation-structure" system of the site through repeated comparisons and corrections with the actual vibration data of the test building. Furthermore, the initial setting parameters for the vibration isolation device determined in the first half of S104 represent the optimal vibration isolation scheme in the real world, selected through physical experiments. Therefore, "installing" these optimal parameters derived from physical experiments into this verified and reliable virtual environment (i.e., the calibrated finite element model) and then applying real vehicle loads for simulation essentially constitutes a low-cost and high-speed full-scale virtual prototype test. The vibration and noise responses of various points of the target building output by the model are scientifically based predictions of the expected performance of the initial design scheme in the real world.

[0093] In one specific implementation, firstly, the initial setting parameters of the vibration isolation device determined in the above process are accurately entered into the finite element model calibrated by S103. Secondly, keeping the input load, simulation duration, and other parameters of the model consistent with the actual on-site measurement conditions, the model is started to perform vibration and noise simulation calculations. Finally, based on the model output results, the vibration intensity and noise level of each floor and functional area of ​​the target building are analyzed and summarized to form complete predicted vibration data and predicted noise data.

[0094] For example, continuing with the above example, the initial setting parameters (vertical stiffness) of the determined composite vibration isolation device are... (etc.) were accurately entered into the calibrated finite element model. The model was then started to perform vibration and noise simulation calculations. It is assumed that the predicted vibration acceleration in the column base area of ​​the first floor of the target building, as determined by analyzing the model output data, is 0.16–0.20. The predicted noise level is 52–55 dB(A), and the predicted vibration acceleration for the three-story indoor area is 0.08–0.12. The predicted noise level is 45–48 dB(A).

[0095] S105. Based on the predicted vibration data and predicted noise data, adjust the initial layout scheme and initial setting parameters to obtain the implementation scheme.

[0096] The initial parameters include stiffness, damping ratio, and natural frequency.

[0097] In the embodiments of this application, such as Figure 2 As shown, step S105 may specifically include: S1051. Analyze and predict vibration data and predict noise data to identify areas where vibration and noise exceed limits.

[0098] In one specific implementation, firstly, the predicted vibration data and predicted noise data output by the finite element model in S104 are analyzed. Then, the predicted data are compared point by point with the vibration and noise limit standards for different functional areas of the target building, and building areas where the vibration or noise exceeds the limit are screened and marked, i.e., the over-limit areas.

[0099] For example, continuing the above example, we first analyze the predicted vibration and noise data obtained from the S104 simulation, and then combine this with the vibration acceleration limit of 0.3 for residential functional areas. The analysis was conducted according to the noise limit standard of 50 dB(A). The analysis revealed that rooms 101 and 102 on the first floor of the target building, located near the track, had predicted vibration accelerations of 0.32–0.34 dB(A). The predicted noise levels were 53–54 dB(A), both exceeding the preset limits. Therefore, these two rooms were identified as areas exceeding the limits.

[0100] S1052. Based on the vibration transmission path, determine the critical path points and propagation routes for vibration energy to enter the target building.

[0101] After identifying the over-limit area, it is necessary to trace its source. This step involves correlating the spatial location of the over-limit area with the vibration transmission path determined in S101 to accurately locate the core entry node (i.e., the critical path point) of the vibration energy causing the over-limit and its specific propagation route.

[0102] For example, continuing the above example, the two identified excessive vibration zones, rooms 101 and 102, are spatially correlated with the main vibration transmission path determined in S101: "track-track bed-soil layer-building foundation". Analysis reveals that the column bases directly beneath these two rooms are the core nodes where vibration energy enters and causes the exceedances. Therefore, these two column bases are identified as critical path points, and their corresponding routes—"track → ... → column base → main room"—are the propagation routes requiring close monitoring.

[0103] S1053. Based on the critical path point and propagation route, adjust the stiffness parameter, damping ratio parameter, and natural frequency parameter in the initial setting parameters, and modify the installation position and type of the vibration isolation device in the initial layout scheme to generate an optimized layout scheme of the vibration isolation device as the implementation scheme.

[0104] This is the final optimization decision-making step. For the identified critical path points and propagation routes, one or more adjustment measures can be taken. First, the initial settings parameters (such as stiffness, damping ratio, etc.) of the vibration isolation devices at the corresponding locations can be adjusted to enhance the attenuation capability of vibrations along that path. Second, if adjusting the parameters alone is insufficient, the initial layout can be modified, for example, by increasing the number of vibration isolation devices at the critical path points or replacing them with other device types that better match the vibration reduction characteristics. These adjusted parameters, together with the optimized layout, constitute the final implementation plan.

[0105] For example, continuing the above example, firstly, for the two critical path points at the base of the columns corresponding to rooms 101 and 102, considering the characteristic that the main vibration frequency at these locations is 8-10Hz, the original initial settings are adjusted: the vertical stiffness is changed from... Adjusted to The damping ratio was adjusted from 0.08 to 0.10, and the natural frequency was adjusted from 6Hz to 5Hz to enhance the attenuation effect on vibrations in this specific frequency band. Secondly, considering that the two column bases are the core points of vibration energy entry, the initial layout (4 vibration isolation devices per column base) was modified by adding 2 more vibration isolation devices of the same optimized parameters to each key column base, bringing the total number of devices at that location to 6. Finally, these adjusted parameters were combined with the optimized layout to form a final implementation plan that can be directly used for construction.

[0106] S106. Complete the construction of the target building according to the implementation plan and conduct on-site tests to verify the vibration and noise control effect of the implementation plan.

[0107] Among them, on-site testing refers to the process of detecting the vibration and noise levels in various areas of the building by deploying monitoring equipment on-site after the building construction is completed, simulating the actual operating conditions of vehicles.

[0108] In one specific implementation method, firstly, the installation and construction of the target building's main structure and vibration isolation devices are completed strictly according to the implementation plan formed in S105. Secondly, vibration and noise monitoring equipment is deployed at sensitive locations in each functional area of ​​the building, and vehicles are arranged to pass through the target area at actual operating speeds and frequencies. Finally, vibration acceleration and noise data for each area are collected using the monitoring equipment, and the test results are compared with preset environmental standard limits to verify whether the vibration and noise control effects meet the standards.

[0109] As a supplementary technical solution, after obtaining the implementation plan, this method may also include vibration reduction measures taken at the vibration source: laying track vibration reduction components on the track where the target area is located; or, laying an elastic vibration reduction layer under the track bed on the corresponding track within the projection range of the sensitive area of ​​the target building and the surrounding area extending a predetermined distance.

[0110] Among them, track vibration damping components refer to elastic connectors installed between the rails and sleepers to reduce the transmission of rail vibration during vehicle operation; elastic vibration damping layer refers to an elastic material layer laid under the track bed, which absorbs vibration energy through its own elastic deformation and reduces the transmission of vibration to the soil and building foundation.

[0111] In one specific implementation, any of the following schemes can be selected to implement vibration source control of the track in the target area.

[0112] Option 1: Install track vibration damping components on the track line in the target area within the vehicle base to replace the original ordinary fasteners.

[0113] Option 2: First, determine the projection range of sensitive areas (such as living rooms) within the target building, and then extend it outward by a predetermined distance (such as 2-3 meters). Within this range, lay a pre-set elastic vibration damping layer of a predetermined thickness under the track bed.

[0114] As another supplementary technical solution, after obtaining the implementation scheme, the method may also include noise and vibration control measures for specific areas: using a track with vibration reduction function for the small radius curve section in the track of the target area; or, installing a sound-absorbing device or soundproof window on the upper part of the wall of the adjacent sensitive building under the target area; or, installing a sound-absorbing device or soundproof device on the ventilation structure and the area crossing the road in the track of the target area.

[0115] Among them, rails with vibration reduction function refer to rails that consume vibration energy by setting damping materials on their surface or inside, so as to reduce rail vibration noise; sound-absorbing devices refer to devices that use sound-absorbing materials or specific acoustic structures to reduce noise propagation; soundproof windows refer to windows with high airtightness and high sound insulation performance.

[0116] In one specific implementation, firstly, the curved track sections with smaller radii within the target area can be replaced with tracks that have vibration damping capabilities. Secondly, sound-absorbing devices can be installed or soundproof windows can be replaced on the upper part of the walls covering adjacent sensitive buildings in the target area. Finally, suitable sound-absorbing or soundproofing devices can be installed on the ventilation ducts, air vents, and areas connecting the vehicle depot to the road and buildings.

[0117] It should be noted that the above supplementary technical solutions can be any one or any combination of them.

[0118] The vibration and noise control method for target buildings within a vehicle base provided by this invention, combined with optional vibration source control and comprehensive noise reduction measures, can synergistically achieve precise compliance with vibration and noise standards for target buildings and effectively solve the problem of local exceedance of standards.

[0119] Figure 3 This is a schematic diagram of a specific implementation of a vibration and noise control system for a vehicle base superstructure provided in this application. (Refer to...) Figure 3 The system may include: The determination module 31 is used to determine the initial layout scheme of the vibration isolation device. The initial layout scheme is determined based on the vibration transmission path determined by the relative positional relationship between the track and the target building within the target area, and the target vibration isolation frequency set according to the structural form of the target building. The acquisition module 32 is used to construct a test building on the track in the target area of ​​the vehicle base, and to acquire multiple actual vibration data of the test building before and after the installation of the vibration isolation device, according to the initial layout plan. The calibration module 33 is used to establish a finite element model of the target building and to calibrate the finite element model using the vehicle's dynamic load data and multiple actual vibration data to obtain a calibrated finite element model. Prediction module 34 is used to obtain the initial setting parameters of the vibration isolation device and input the initial setting parameters into the calibrated finite element model to obtain the predicted vibration data and predicted noise data of the target building when the vehicle is running. The generation module 35 is used to adjust the initial layout scheme and initial setting parameters based on the predicted vibration data and predicted noise data to obtain the implementation scheme; Verification module 36 is used to complete the construction of the target building according to the implementation plan and conduct on-site tests to verify the vibration and noise control effect of the implementation plan.

[0120] The vehicle base roof building vibration and noise control system of this application embodiment is used to implement the aforementioned vehicle base roof building vibration and noise control method. Therefore, the specific implementation of the vehicle base roof building vibration and noise control system can be found in the embodiment section of the vehicle base roof building vibration and noise control method above. The specific implementation can be referred to the description of the corresponding embodiment, and will not be repeated here.

[0121] This application also provides an electronic device, including: a memory for storing a computer program; and a processor for executing the computer program to implement the steps of the above-described vehicle base roof building vibration and noise control method.

[0122] This application also provides a computer-readable storage medium storing a computer program, which, when executed by a processor, implements the steps of the above-described method for controlling vibration and noise of a vehicle base superstructure.

[0123] In one exemplary embodiment, the aforementioned computer-readable storage medium may include, but is not limited to, various media capable of storing computer programs, such as USB flash drives, read-only memory, random access memory, portable hard drives, magnetic disks, or optical disks.

[0124] Embodiments of the present invention also provide a computer program product, which includes a computer program that, when executed by a processor, implements the steps in any of the above embodiments of the vehicle base superstructure vibration and noise control method.

[0125] Those skilled in the art will further recognize that the units and algorithm steps of the various examples described in conjunction with the embodiments disclosed herein can be implemented in electronic hardware, computer software, or a combination of both. To clearly illustrate the interchangeability of hardware and software, the components and steps of the various examples have been generally described in terms of functionality in the foregoing description. Whether these functions are implemented in hardware or software depends on the specific application and design constraints of the technical solution. Those skilled in the art can use different methods to implement the described functions for each specific application, but such implementations should not be considered beyond the scope of this invention.

[0126] The above provides a detailed description of the vibration and noise control method and system for vehicle base superstructures provided in this application. Specific examples have been used to illustrate the principles and implementation methods of this application. The descriptions of the embodiments above are merely for the purpose of helping to understand the method and its core ideas. It should be noted that those skilled in the art can make various improvements and modifications to this application without departing from its principles, and these improvements and modifications also fall within the protection scope of this application.

Claims

1. A method for joint control of vibration and noise from a vehicle depot superstructure, characterized in that, include: The initial layout scheme of the vibration isolation device is determined based on the vibration transmission path determined by the relative positional relationship between the track and the target building within the target area, and the target vibration isolation frequency set according to the structural form of the target building. A test building was constructed on the track in the target area of ​​the vehicle base, and according to the initial layout plan, multiple actual vibration data of the test building before and after the installation of the vibration isolation device were collected. A finite element model of the target building is established, and the finite element model is calibrated using the vehicle's dynamic load data and the multiple actual vibration data to obtain a calibrated finite element model. The initial setting parameters of the vibration isolation device are obtained and input into the calibrated finite element model to obtain the predicted vibration data and predicted noise data of the target building when the vehicle is running. Based on the predicted vibration data and the predicted noise data, adjust the initial layout scheme and the initial setting parameters to obtain the implementation scheme; The construction of the target building was completed according to the implementation plan, and on-site testing was conducted to verify the vibration and noise control effect of the implementation plan.

2. The method according to claim 1, characterized in that, The step of obtaining the initial setting parameters of the vibration isolation device includes: By analyzing the multiple actual vibration data, a target type of vibration isolation device was selected from the various types of vibration isolation devices installed in the test building. The physical characteristic parameters of the vibration isolation device of the target type are determined as initial setting parameters; wherein, the physical characteristic parameters include vertical stiffness parameters, horizontal stiffness parameters, damping ratio parameters, and natural frequency parameters.

3. The method according to claim 2, characterized in that, The step of selecting a target type of vibration isolation device includes: Acquire first actual vibration data and second actual vibration data, wherein the first actual vibration data is the actual vibration data before the vibration isolation device is installed; and the second actual vibration data is the actual vibration data after the vibration isolation device is installed. From the first actual vibration data, the vibration amplitude of the sensitive points in the test building is extracted to determine the vibration exceedance and to identify the vibration attenuation characteristics and the main vibration frequency of the test building structure. Based on the second actual vibration data, calculate the degree of vibration amplitude reduction corresponding to each type of vibration isolation device, and analyze its vibration reduction characteristics; Based on a comprehensive evaluation of the vibration overshoot, vibration attenuation characteristics, main vibration frequency, degree of vibration amplitude reduction, and vibration reduction characteristics, the vibration isolation device that can meet the control requirements and has the best vibration reduction effect is selected as the target type of vibration isolation device.

4. The method according to claim 1, characterized in that, The steps for determining the initial layout scheme of the vibration isolation device include: Analyze the main propagation path of vibration energy from the track within the target area to the target building to determine the vibration transmission path; Determine the dynamic characteristic frequencies of the building structure and the frequency range that needs to be protected, as the target vibration isolation frequencies; Based on the vibration transmission path and the target vibration isolation frequency, the key locations where vibration energy is transmitted and the areas with significant vibration response are identified as the preset installation locations for the vibration isolation device. Based on the preset installation location, the specific installation points and configuration quantity of the vibration isolation device are planned to form an initial layout scheme.

5. The method according to claim 1, characterized in that, The step of calibrating the finite element model using the vehicle's dynamic load data and the multiple actual vibration data to obtain a calibrated finite element model includes: The dynamic load data of the vehicle is applied to the track structure element of the finite element model; Run the finite element model to obtain the simulated vibration response at each measuring point of the test building; Compare the simulated vibration response with the multiple actual vibration data; If the error between the simulated vibration response and the actual vibration data is greater than a preset threshold, the material properties and structural parameters in the finite element model are adjusted, and the aforementioned running and comparison steps are repeated until the error is less than the preset threshold.

6. The method according to claim 1, characterized in that, The initial setting parameters include stiffness parameters, damping ratio parameters, and natural frequency parameters; The step of adjusting the initial layout scheme and the initial setting parameters based on the predicted vibration data and the predicted noise data to obtain the implementation scheme includes: Analyze the predicted vibration data and the predicted noise data to identify areas where vibration and noise exceed limits; Based on the vibration transmission path, determine the critical path points and propagation routes for vibration energy to enter the target building; Based on the critical path points and propagation routes, the stiffness parameters, damping ratio parameters, and natural frequency parameters in the initial settings are adjusted, and the installation position and type of the vibration isolation device in the initial layout scheme are modified to generate an optimized layout scheme for the vibration isolation device, which serves as the implementation scheme.

7. The method according to claim 1, characterized in that, After the construction of the target building is completed according to the described implementation plan, the following is also included: Track vibration damping components are laid on the track where the target area is located; or, an elastic vibration damping layer is laid under the track bed on the corresponding track within the projection range of the sensitive area of ​​the target building and the surrounding area extending a predetermined distance.

8. The method according to claim 1, characterized in that, After the construction of the target building is completed according to the described implementation plan, the following is also included: For the small-radius curve sections in the target area track, use tracks with vibration reduction function; or, install sound-absorbing devices or soundproof windows on the upper part of the walls of adjacent sensitive buildings under the target area; or, install sound-absorbing devices or soundproof devices on the ventilation structure and the area crossing the road in the target area track.

9. A vibration and noise control system for a vehicle base superstructure, characterized in that, include: The determination module is used to determine the initial layout scheme of the vibration isolation device. The initial layout scheme is determined based on the vibration transmission path determined by the relative positional relationship between the track and the target building within the target area, and the target vibration isolation frequency set according to the structural form of the target building. The acquisition module is used to construct a test building on the track in the target area of ​​the vehicle base, and to acquire multiple actual vibration data of the test building before and after the installation of the vibration isolation device, according to the initial layout plan. The calibration module is used to establish a finite element model of the target building and calibrate the finite element model using the vehicle's dynamic load data and the multiple actual vibration data to obtain a calibrated finite element model. The prediction module is used to obtain the initial setting parameters of the vibration isolation device and input the initial setting parameters into the calibrated finite element model to obtain the predicted vibration data and predicted noise data of the target building when the vehicle is running. The generation module is used to adjust the initial layout scheme and the initial setting parameters based on the predicted vibration data and the predicted noise data to obtain an implementation scheme; The verification module is used to complete the construction of the target building according to the implementation scheme and conduct on-site tests to verify the vibration and noise control effect of the implementation scheme.

10. An electronic device, characterized in that, include: Memory, used to store computer programs; A processor, configured to execute the computer program to implement the steps of the vibration and noise control method for a vehicle base superstructure as described in any one of claims 1 to 9.

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