Air train dynamic load under road base-tunnel dynamic force collaborative optimization design method and device

Abstract

The application provides a method and device for dynamic load under air-railway, which relates to the technical field of airport engineering. The method comprises the following steps: after a three-dimensional numerical calculation model integrated with a flight area pavement structure, a roadbed structure and a tunnel structure is established, a dynamic load is applied, a preset dynamic response index and a preset cumulative deformation index are obtained, the first preset dynamic response index includes dynamic acceleration and dynamic stress, the first preset cumulative deformation index includes post-construction settlement and post-construction differential settlement, so that the latest preset dynamic response index meets the first preset standard, and the latest preset cumulative deformation index meets the second preset standard, and based on the current preset dynamic response index and the current preset cumulative deformation index, the three-dimensional numerical calculation model is subjected to a preset stepwise optimization operation. The application can improve the accuracy and comprehensiveness of the dynamic load under air-railway.

Description

Technical Field

[0001] This invention relates to the field of airport engineering technology, specifically to a method and device for dynamic collaborative optimization design of roadbed-tunnel under air-rail dynamic load. Background Technology

[0002] With the rapid development of air-rail intermodal transport, the number of projects constructing high-speed railway or urban rail transit tunnels beneath airport flight zones is increasing. However, aircraft taxiing loads, aircraft landing loads, train vibration loads, the coupled dynamic loads generated by aircraft taxiing loads and train vibration loads, and the coupled dynamic loads generated by aircraft landing loads and train vibration loads can all pose serious challenges to the long-term safety and stability of the flight zone subgrade and underpass tunnel structures.

[0003] Therefore, how to accurately and comprehensively conduct dynamic synergistic optimization design of the roadbed and tunnel under air-rail dynamic load has become an urgent technical problem to be solved. Summary of the Invention

[0004] In view of this, in order to solve the above-mentioned technical problems, the present invention provides a method and device for dynamic collaborative optimization design of trackbed-tunnel under air-rail dynamic load.

[0005] The present invention adopts the following technical solution:

[0006] In a first aspect, the present invention provides a method for dynamic collaborative optimization design of trackbed-tunnel under air-rail dynamic load, comprising:

[0007] Obtain relevant parameters of the structure of the area to be designed, including physical and mechanical parameters, geometric parameters, and spatial location parameters;

[0008] Using the relevant parameters, a three-dimensional numerical calculation model integrating the flight area pavement structure, pavement structure, and underpass tunnel structure was established;

[0009] Dynamic loads are applied to the three-dimensional numerical calculation model; the dynamic loads are a first dynamic load, a second dynamic load, a third dynamic load, a fourth dynamic load, or a fifth dynamic load. The first dynamic load is used to simulate train vibration load, the second dynamic load is used to simulate the first coupled dynamic load of aircraft taxiing load and train vibration load, the third dynamic load is used to simulate the second coupled dynamic load of aircraft landing load and train vibration load, the fourth dynamic load is used to simulate aircraft taxiing load, and the fifth dynamic load is used to simulate aircraft landing load.

[0010] The first preset dynamic response index of multiple first monitoring points of the three-dimensional numerical calculation model under the action of the dynamic load is obtained, and the first preset cumulative deformation index of multiple second monitoring points of the three-dimensional numerical calculation model under the action of the dynamic load is obtained; the first preset dynamic response index includes dynamic acceleration and dynamic stress; the first preset cumulative deformation index includes post-construction settlement and post-construction differential settlement.

[0011] With the aim of ensuring that the latest preset dynamic response index meets the first preset standard and the latest preset cumulative deformation index meets the second preset standard, a preset step-wise optimization operation is performed on the three-dimensional numerical calculation model based on the first preset dynamic response index and the first preset cumulative deformation index.

[0012] Optionally, with the aim of ensuring that the latest preset dynamic response index meets the first preset standard and the latest preset cumulative deformation index meets the second preset standard, a preset step-wise optimization operation is performed on the three-dimensional numerical calculation model based on the first preset dynamic response index and the first preset cumulative deformation index, specifically including:

[0013] Determine whether the first preset dynamic response index meets the first preset standard;

[0014] If the first preset dynamic response index does not meet the first preset standard, then a preset deceleration operation is performed on the dynamic load object, and the second preset dynamic response index and the second preset cumulative deformation index are re-acquired.

[0015] If the reacquired second preset dynamic response index meets the first preset standard, then determine whether the reacquired second preset cumulative deformation index meets the second preset standard.

[0016] If the second preset cumulative deformation index obtained again meets the second preset standard, then this optimization operation ends.

[0017] Optionally, this method also includes:

[0018] If the second preset dynamic response index does not meet the first preset standard, or the second preset cumulative deformation index does not meet the second preset standard, then the tunnel bottom surrounding rock of the three-dimensional numerical calculation model is subjected to grouting reinforcement treatment, and the third preset dynamic response index and the third preset cumulative deformation index are re-obtained.

[0019] If the third preset dynamic response index meets the first preset standard, and the third preset cumulative deformation index meets the second preset standard, then this optimization operation ends.

[0020] Optionally, this method also includes:

[0021] If the third preset dynamic response index does not meet the first preset standard, or if the third preset cumulative deformation index does not meet the second preset standard, then the adjusted model parameters are restored.

[0022] Analyze the sources of dynamic response that lead to non-compliance with design requirements;

[0023] When the source of the dynamic response is train vibration load, the standard sleeper in the three-dimensional numerical calculation model is replaced with a high-elasticity vibration-damping sleeper, and the fourth preset dynamic response index and the fourth preset cumulative deformation index are obtained again.

[0024] If the fourth preset dynamic response index meets the first preset standard, and the fourth preset cumulative deformation index meets the second preset standard, then this optimization operation ends.

[0025] If the fourth preset dynamic response index does not meet the first preset standard, or if the fourth preset cumulative deformation index does not meet the second preset standard, then a preset deceleration operation is performed on the dynamic load object, and the fifth preset dynamic response index and the fifth preset cumulative deformation index are re-acquired.

[0026] If the fifth preset dynamic response index meets the first preset standard, and the fifth preset cumulative deformation index meets the second preset standard, then this optimization operation ends.

[0027] If the fifth preset dynamic response index does not meet the first preset standard, or if the fifth preset cumulative deformation index does not meet the second preset standard, then the adjusted speed parameters are restored.

[0028] A foamed concrete vibration damping layer is set on the outside of the tunnel lining in the three-dimensional numerical calculation model, and the sixth preset dynamic response index and the sixth preset cumulative deformation index under the foamed concrete vibration damping layer under various preset working conditions are obtained again.

[0029] If all the sixth preset dynamic response indicators meet the first preset standard, and all the sixth preset cumulative deformation indicators meet the second preset standard, then this optimization operation ends.

[0030] If the sixth preset dynamic response index does not meet the first preset standard, or if the sixth preset cumulative deformation index does not meet the second preset standard, then a preset deceleration operation is performed on the dynamic load object, and the seventh preset dynamic response index and the seventh preset cumulative deformation index are reacquired.

[0031] If the seventh preset dynamic response index meets the first preset standard, and the seventh preset cumulative deformation index meets the second preset standard, then this optimization operation ends.

[0032] If the seventh preset dynamic response index does not meet the first preset standard, or if the seventh preset cumulative deformation index does not meet the second preset standard, then a preset alarm action will be executed.

[0033] Optionally, after analyzing the sources of dynamic response that cause the design requirements not to be met, this method also includes:

[0034] When the source of the dynamic response is the aircraft taxiing load or the aircraft landing load, an open-graded asphalt-stabilized crushed stone vibration damping layer is set between the surface layer and the base layer in the three-dimensional numerical calculation model, and the eighth preset dynamic response index and the eighth preset cumulative deformation index are re-acquired.

[0035] If the eighth preset dynamic response index meets the first preset standard, and the eighth preset cumulative deformation index meets the second preset standard, then this optimization operation ends.

[0036] If the eighth preset dynamic response index does not meet the first preset standard, or if the eighth preset cumulative deformation index does not meet the second preset standard, then a preset deceleration operation is performed on the dynamic load object, and the ninth preset dynamic response index and the ninth preset cumulative deformation index are re-acquired.

[0037] If the ninth preset dynamic response index meets the first preset standard, and the ninth preset cumulative deformation index meets the second preset standard, then this optimization operation ends.

[0038] If the ninth preset dynamic response index does not meet the first preset standard, or if the ninth preset cumulative deformation index does not meet the second preset standard, then the adjusted speed parameters shall be restored.

[0039] In the three-dimensional numerical calculation model, the bench method structure is used to reinforce the roadbed at the top of the tunnel. When the current preset dynamic response index does not meet the first preset standard, or the current preset cumulative deformation index does not meet the second preset standard, the structural parameters of the bench method structure are continuously adjusted until all preset structural parameters of the bench method structure are queried, or until the re-acquired tenth preset dynamic response index meets the first preset standard, and the re-acquired tenth preset cumulative deformation index meets the second preset standard.

[0040] If, after polling all the preset structural parameters of the bench method structure, there is a situation where the current preset dynamic response index does not meet the first preset standard, or the current preset cumulative deformation index does not meet the second preset standard, then under each preset structural parameter condition of the bench method structure, a preset deceleration operation is performed on the dynamic load object, and the eleventh preset dynamic response index and the eleventh preset cumulative deformation index are re-acquired.

[0041] If all the eleventh preset dynamic response indicators meet the first preset standard, and all the eleventh preset cumulative deformation indicators meet the second preset standard, then this optimization operation ends.

[0042] If any of the eleventh preset dynamic response indicators does not meet the first preset standard, or if any of the eleventh preset cumulative deformation indicators does not meet the second preset standard, then a preset alarm action will be executed.

[0043] Optionally, after analyzing the sources of dynamic response that cause the design requirements not to be met, this method also includes:

[0044] When the source of the dynamic response is the first coupled dynamic load or the second coupled dynamic load, a preset deceleration operation is performed on the dynamic load object, and the twelfth preset dynamic response index and the twelfth preset cumulative deformation index are reacquired.

[0045] If the twelfth preset dynamic response index meets the first preset standard, and the twelfth preset cumulative deformation index meets the second preset standard, then this optimization operation ends.

[0046] If the twelfth preset dynamic response index does not meet the first preset standard, or the twelfth preset cumulative deformation index does not meet the second preset standard, then in the three-dimensional numerical calculation model, the standard sleeper is replaced with a high-elasticity vibration-damping sleeper, an open-graded asphalt-stabilized crushed stone vibration-damping layer is set between the surface layer and the base layer, and the thirteenth preset dynamic response index and the thirteenth preset cumulative deformation index are obtained again.

[0047] If the thirteenth preset dynamic response index meets the first preset standard, and the thirteenth preset cumulative deformation index meets the second preset standard, then this optimization operation ends.

[0048] If the thirteenth preset dynamic response index does not meet the first preset standard, or if the thirteenth preset cumulative deformation index does not meet the second preset standard, then the first preset strategy or the second preset strategy shall be executed.

[0049] The first preset strategy is to set a foamed concrete vibration damping layer on the outside of the tunnel lining in the three-dimensional numerical calculation model, and re-obtain the fourteenth preset dynamic response index and the fourteenth preset cumulative deformation index under the foamed concrete vibration damping layer for various preset working conditions.

[0050] If all the fourteenth preset dynamic response indicators meet the first preset standard, and all the fourteenth preset cumulative deformation indicators meet the second preset standard, then this optimization operation ends.

[0051] If any of the fourteenth preset dynamic response indicators does not meet the first preset standard, or if any of the fourteenth preset cumulative deformation indicators does not meet the second preset standard, then a preset alarm action will be executed.

[0052] The second preset strategy is to use a bench method structure to reinforce the roadbed at the top of the tunnel in the three-dimensional numerical calculation model.

[0053] And when the current preset dynamic response index does not meet the first preset standard, or the current preset cumulative deformation index does not meet the second preset standard, the structural parameters of the bench method structure are continuously adjusted until all preset structural parameters of the bench method structure are queried, or until the fifteenth preset dynamic response index is re-acquired and meets the first preset standard, and the fifteenth preset cumulative deformation index is re-acquired and meets the second preset standard.

[0054] If, after polling all the preset structural parameters of the bench method structure, there is a situation where the current preset dynamic response index does not meet the first preset standard, or the current preset cumulative deformation index does not meet the second preset standard, then a preset alarm action will be executed.

[0055] Optionally, in the three-dimensional numerical calculation model, the underpass tunnel structure is a horseshoe-shaped high-speed railway tunnel or a circular shield tunnel.

[0056] Optionally, when the dynamic load is the second dynamic load or the third dynamic load, a dynamic load is applied to the three-dimensional numerical calculation model, specifically including:

[0057] Apply aircraft taxiing loads or aircraft landing loads to the three-dimensional numerical calculation model;

[0058] After the applied aircraft taxiing load or aircraft landing load reaches a stable state, the train vibration load is applied to the three-dimensional numerical calculation model.

[0059] Optionally, the first preset standard includes:

[0060] The peak dynamic acceleration at each first monitoring point is no greater than 0.1 m / s², and the peak dynamic stress at each first monitoring point is no greater than 0.1 times the soil self-weight stress.

[0061] The second preset standard includes: the post-construction settlement of each second monitoring point is not greater than the corresponding preset post-construction settlement threshold, and the post-construction differential settlement of each second monitoring point is not greater than the corresponding preset post-construction differential settlement threshold.

[0062] Secondly, the present invention provides a dynamic collaborative optimization design device for trackbed-tunnel under air-rail dynamic load, comprising:

[0063] The first acquisition module is used to acquire relevant parameters of the structure of the area to be designed, including physical and mechanical parameters, geometric parameters and spatial location parameters;

[0064] A module is established to utilize the relevant parameters to create a three-dimensional numerical calculation model that integrates the pavement structure, subgrade structure, and underpass tunnel structure of the flight area.

[0065] An application module is used to apply dynamic loads to the three-dimensional numerical calculation model; the dynamic loads are a first dynamic load, a second dynamic load, a third dynamic load, a fourth dynamic load, or a fifth dynamic load, wherein the first dynamic load is used to simulate train vibration load, the second dynamic load is used to simulate the first coupled dynamic load of aircraft taxiing load and train vibration load, the third dynamic load is used to simulate the second coupled dynamic load of aircraft landing load and train vibration load, the fourth dynamic load is used to simulate aircraft taxiing load, and the fifth dynamic load is used to simulate aircraft landing load;

[0066] The second acquisition module is used to acquire the first preset dynamic response index of multiple first monitoring points of the three-dimensional numerical calculation model under the action of the dynamic load, and to acquire the first preset cumulative deformation index of multiple second monitoring points of the three-dimensional numerical calculation model under the action of the dynamic load; the first preset dynamic response index includes dynamic acceleration and dynamic stress; the first preset cumulative deformation index includes post-construction settlement and post-construction differential settlement.

[0067] The optimization module is used to perform a preset step-by-step optimization operation on the three-dimensional numerical calculation model with the aim of making the latest preset dynamic response index meet the first preset standard and the latest preset cumulative deformation index meet the second preset standard.

[0068] This invention employs the above technical solution to provide a dynamic collaborative optimization design method for trackbed-tunnel under air-rail dynamic loads, comprising: acquiring relevant parameters of the structure of the area to be designed, including physical and mechanical parameters, geometric parameters, and spatial location parameters; using the relevant parameters to establish a three-dimensional numerical calculation model integrating the flight area pavement structure, trackbed structure, and underpass tunnel structure; applying dynamic loads to the three-dimensional numerical calculation model; the dynamic loads being a first dynamic load, a second dynamic load, a third dynamic load, a fourth dynamic load, or a fifth dynamic load, wherein the first dynamic load is used to simulate train vibration load, the second dynamic load is used to simulate the first coupled dynamic load of aircraft taxiing load and train vibration load, and the third dynamic load is used to simulate the second coupled dynamic load of aircraft landing load and train vibration load. The system employs a fourth dynamic load to simulate aircraft taxiing load and a fifth dynamic load to simulate aircraft landing load. It acquires the first preset dynamic response indices of multiple first monitoring points of the three-dimensional numerical calculation model under dynamic load, and the first preset cumulative deformation indices of multiple second monitoring points of the three-dimensional numerical calculation model under dynamic load. The first preset dynamic response indices include dynamic acceleration and dynamic stress; the first preset cumulative deformation indices include post-construction settlement and post-construction differential settlement. To ensure that the latest preset dynamic response indices meet the first preset standard and the latest preset cumulative deformation indices meet the second preset standard, a preset step-wise optimization operation is performed on the three-dimensional numerical calculation model based on the first preset dynamic response indices and the first preset cumulative deformation indices.

[0069] Based on this, the present invention introduces a preset dynamic response index to quantify the transient impact of dynamic loads on the track-tunnel structure, and a preset cumulative deformation index to quantify the cumulative fatigue impact of dynamic loads on the track-tunnel structure. This synergistic evaluation using dual criteria improves the accuracy and comprehensiveness of the dynamic co-optimization design of the track-tunnel under air-rail dynamic loads. Furthermore, the present invention provides a complete, closed-loop design method from modeling, calculation, evaluation to optimization, offering engineers a clear, standardized technical path and decision-making basis, thus improving design efficiency and quality. Attached Figure Description

[0070] To more clearly illustrate the technical solutions in the embodiments of the present invention 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 the present invention. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0071] Figure 1 This is a flowchart illustrating a method for dynamic collaborative optimization design of trackbed and tunnel under dynamic load of air-railway, provided in an embodiment of the present invention.

[0072] Figure 2 A top view of a numerical calculation geometric model of an airfield pavement-subgrade-underpass tunnel structure provided in an embodiment of the present invention;

[0073] Figure 3 A cross-sectional schematic diagram of a numerical calculation geometric model of an airfield pavement-subgrade-underpass tunnel structure provided for an embodiment of the present invention;

[0074] Figure 4 This is a structural schematic diagram of a trackbed-tunnel dynamic collaborative optimization design device under air-rail dynamic load provided in an embodiment of the present invention. Detailed Implementation

[0075] To make the objectives, technical solutions, and advantages of this invention clearer, the technical solutions of this invention will be described in detail below. Obviously, the described embodiments are merely some embodiments of this invention, and not all embodiments. Based on the embodiments of this invention, all other implementation methods obtained by those skilled in the art without creative effort are within the scope of protection of this invention.

[0076] To make the technical solution of this invention easier to understand, some technical terms that may be involved in this invention are explained below:

[0077] Train vibration load: refers to the periodic impact force generated by the dynamic interaction between the train wheels and the track due to the geometric irregularities on the track and wheel surfaces when the train is traveling in the tunnel. This force is transmitted to the surrounding rock and soil through the track and tunnel structure.

[0078] Flight area roadbed: specifically refers to the soil from the lower part of the flight area roadbed to the upper part of the tunnel arch.

[0079] Dynamic influence depth: The depth of the affected area of ​​the runway embankment under dynamic load. In this invention, the dynamic influence depth can be the larger of the following two indices: (a) dynamic acceleration decays to 0.1 (a) where the dynamic stress decreases to 10% of the soil's self-weight stress; (b) where the dynamic stress decreases to 10% of the soil's self-weight stress.

[0080] With the rapid development of air-rail intermodal transport, the number of projects constructing high-speed railway or urban rail transit tunnels beneath airport flight zones is increasing. However, aircraft taxiing loads, aircraft landing loads, train vibration loads, the coupled dynamic loads generated by aircraft taxiing loads and train vibration loads, and the coupled dynamic loads generated by aircraft landing loads and train vibration loads can all pose serious challenges to the long-term safety and stability of the flight zone subgrade and underpass tunnel structures.

[0081] Therefore, in order to accurately and comprehensively perform dynamic collaborative optimization design of the track bed and tunnel under air-rail dynamic loads, this invention provides a method and apparatus for dynamic collaborative optimization design of the track bed and tunnel under air-rail dynamic loads. The technical solution of this invention will be described in detail below with reference to the accompanying drawings.

[0082] Figure 1 This is a flowchart illustrating a dynamic collaborative optimization design method for trackbed-tunnel under dynamic loads provided in an embodiment of the present invention. Figure 1 As shown, the dynamic collaborative optimization design method for track subgrade-tunnel under dynamic load of this air-rail system includes:

[0083] Step 101: Obtain relevant parameters of the structure of the area to be designed, including physical and mechanical parameters, geometric parameters, and spatial location parameters.

[0084] Specifically, this could involve obtaining relevant parameters of the structure of the area to be designed, uploaded by the designers. These parameters include physical and mechanical parameters such as the elastic modulus, Poisson's ratio, and density of the pavement, tunnel lining, invert, slab structure, and rails at each level of the flight area's foundation and surrounding rock; cohesion and internal friction angle are also included for the foundation. Geometric parameters include the dimensions of the flight area's pavement structure, foundation, tunnel lining, invert, slab structure, and rails, as well as their thickness. Spatial location parameters include the tunnel's embedment depth and the angle between the tunnel's longitudinal orientation and the flight area's pavement structure.

[0085] Step 102: Using relevant parameters, establish a three-dimensional numerical calculation model integrating the flight area pavement structure, pavement structure, and underpass tunnel structure.

[0086] Specifically, based on the relevant parameters obtained, a three-dimensional numerical calculation model integrating the flight area pavement structure, roadbed structure, and underpass tunnel structure is established using ABAQUS finite element software or other large-scale general-purpose finite element analysis software in the existing technology.

[0087] In the three-dimensional numerical calculation model, the underpass tunnel structure can be a horseshoe-shaped high-speed railway tunnel or a circular shield tunnel. Horseshoe-shaped high-speed railway tunnels are constructed using the mining method, and their structural dimensions and spatial relationships are determined according to engineering design standards. The outer diameter of the shield, burial depth, and thickness of the segment structure for circular shield tunnels are determined based on specific engineering requirements.

[0088] The three-dimensional numerical calculation model precisely defines the contact relationships between each structural layer. For example, surface-to-surface contact is used between the pavement and the roadbed, and between the roadbed and the tunnel lining. Reasonable normal contact stiffness and tangential friction coefficient are also set. In addition, the boundary conditions of the model are set as follows: the top surface of the model is a free boundary; normal displacement constraints are applied to the four vertical sides of the model to limit the displacement perpendicular to the side; and the bottom of the model is subject to completely fixed constraints to limit its translational and rotational degrees of freedom in all directions.

[0089] In a specific example Figure 2 This is a top view of a numerical calculation geometric model of an airfield pavement-subgrade-underpass tunnel structure provided in an embodiment of the present invention. Figure 3 This is a cross-sectional schematic diagram of a numerical calculation geometric model of an airfield pavement-subgrade-underpass tunnel structure provided in an embodiment of the present invention. Figure 2 As shown, the train's travel path is perpendicular to the aircraft's landing path and taxiing path. Figure 3 As shown, it illustrates two types of tunnels: a horseshoe-shaped high-speed railway tunnel and a circular shield tunnel. It should be noted that only one type of tunnel is selected in the 3D numerical calculation model. Figure 2 and Figure 3 The structure shown is existing technology, therefore, it will not be described in detail.

[0090] It should be noted that the three-dimensional numerical calculation model was subjected to ground stress balance in order to eliminate the changes in internal forces and displacements of the runway surface, runway base and underpass structure caused by ground stress.

[0091] Step 103: Apply dynamic loads to the three-dimensional numerical calculation model; the dynamic loads are the first dynamic load, the second dynamic load, the third dynamic load, the fourth dynamic load, or the fifth dynamic load. The first dynamic load is used to simulate the train vibration load, the second dynamic load is used to simulate the first coupled dynamic load of the aircraft taxiing load and the train vibration load, the third dynamic load is used to simulate the second coupled dynamic load of the aircraft landing load and the train vibration load, the fourth dynamic load is used to simulate the aircraft taxiing load, and the fifth dynamic load is used to simulate the aircraft landing load.

[0092] Specifically, this invention uses the Boeing B747-400, a typical heavy aircraft, as an example for illustration. This invention simplifies the landing gear wheel markings to a rectangle for better numerical calculation. The conversion formulas for the equivalent length and equivalent width of a single main landing gear wheel are as follows:

[0093] ......(1)

[0094] In the formula, The wheel imprint length of a single wheel on the aircraft's main landing gear, expressed in meters (m). The width of the wheel imprint of a single wheel on the main landing gear of an aircraft, in meters (m). The weight of the aircraft's taxiing load is expressed in kN. and These are the main landing gear tire pressure and the number of wheels, respectively.

[0095] The formula for calculating aircraft taxiing load is as follows:

[0096] ......(2)

[0097] in, ......(3)

[0098] In the formula, For aircraft taxiing load; This is the load distribution factor for the aircraft's main landing gear; The rotation frequency of the landing gear during flight taxiing, measured in Hz; Time, in seconds; This is a preset coefficient with a value of 1×10. -3 The unit is ; IRI The International Roughness Index (IRI) is measured in m / km. This refers to the aircraft's taxiing speed, measured in m / s. This refers to the aircraft's takeoff speed, such as 72 m / s.

[0099] The formula for calculating aircraft landing load is as follows:

[0100] ......(4)

[0101] in, ......(5)

[0102] In the formula, For aircraft landing load; and These are the aircraft's static weight before landing and the aircraft's peak dynamic load weight, respectively, both in kN. This is the numerical load factor.

[0103] The formula for calculating train vibration load is as follows:

[0104] ......(6)

[0105] In the formula, For train vibration load; and These are the superposition coefficient of adjacent wheel-rail forces and the rail dispersion coefficient, respectively. The value range can be from 1.2 to 1.7. For example, in this embodiment of the invention, the value is taken as... It equals 1.6. The value range can be from 0.6 to 0.9. For example, in this embodiment of the invention, the value is taken as... It equals 0.8; The static load acting on the wheel is expressed in kN. For the unsprung mass, take 750 kg; Typical sag, in mm; The train's speed is expressed in m / s. This represents the typical wavelength of a geometrically irregular curve, measured in meters (m). In a specific example... =10m, =3.5mm; =2m, =0.4mm; =0.5m, =0.08mm. It should be noted that those skilled in the art can adjust the measurement according to actual working conditions. and The value of is adjusted, but the present invention does not impose specific limitations on it.

[0106] In this embodiment of the invention, the aircraft taxiing load is implemented using a subroutine written by the user using Fortan to simulate the aircraft taxiing load. Similarly, the aircraft landing load is implemented using a subroutine written by the user using Fortan to simulate the aircraft landing load. The train vibration load is implemented using a user-defined table function in the finite element software, specifically applied as a point load. Furthermore, to ensure the capture of high-frequency vibration components, the time iteration step in the table function is set to 0.01 seconds.

[0107] In this embodiment of the invention, when the applied dynamic load is a coupled dynamic load, a weak coupling method is used to apply it, so as to more realistically reflect the spatiotemporal coupling relationship between the two loads. Based on this, when the dynamic load is a second or third dynamic load, the dynamic load is applied in the three-dimensional numerical calculation model, which may specifically include:

[0108] First, an aircraft taxiing load or an aircraft landing load is applied to the top surface of the flight area pavement above the underpass structure in the 3D numerical calculation model. This load area is perpendicular to the longitudinal direction of the tunnel. After the applied aircraft taxiing load or aircraft landing load reaches a stable state, a train vibration load is then applied to the rail position above the track slab in the 3D numerical calculation model to simulate the actual working condition of the two loads being superimposed in time and space, thus avoiding response distortion caused by direct strong coupling of loads.

[0109] Step 104: Obtain the first preset dynamic response indices of multiple first monitoring points of the three-dimensional numerical calculation model under dynamic load, and obtain the first preset cumulative deformation indices of multiple second monitoring points of the three-dimensional numerical calculation model under dynamic load; the first preset dynamic response indices include dynamic acceleration and dynamic stress; the first preset cumulative deformation indices include post-construction settlement and post-construction differential settlement. The unit of post-construction settlement is meters (m).

[0110] Specifically, in this embodiment of the invention, first monitoring points can be set up at different depths of the surface layer, base layer, flight zone subgrade, tunnel bottom surrounding rock, and tunnel structure. The number of first monitoring points at each location can be the same or different. The purpose of setting up second monitoring points is to analyze the cumulative plastic deformation of the tunnel bottom surrounding rock and flight zone subgrade, which is ultimately reflected in the displacement deformation of the surface layer. Therefore, the second monitoring points can be taken from the first monitoring points of the tunnel bottom surrounding rock and flight zone subgrade, that is, some or all of the first monitoring points of the tunnel bottom surrounding rock and flight zone subgrade can be used as second monitoring points simultaneously. It should be noted that the first and second monitoring points are set by the designer according to the actual situation, and this invention does not impose specific limitations on them. Furthermore, the calculation methods for dynamic acceleration and dynamic stress are existing technologies, and will not be elaborated upon here.

[0111] The formula for calculating post-construction settlement at any second monitoring point is as follows:

[0112] ......(7)

[0113] in, ......(8)

[0114] In the formula, s Post-construction settlement; H This corresponds to the total thickness at the second monitoring point where plastic deformation occurs, i.e., the aforementioned depth of dynamic influence. For the corresponding second monitoring point N The irreversible cumulative plastic strain generated after each cycle; This corresponds to the cumulative plastic strain function along the depth z direction at the second monitoring point; A , m , n , b These are the material parameters corresponding to the second monitoring point, which need to be determined through a series of dynamic triaxial tests; among which A The comprehensive proportionality coefficient comprehensively reflects the "overall activity" of plastic deformation at the corresponding second monitoring point; m The exponent of cyclic deviatoric stress represents the sensitivity of the dynamic stress amplitude at the corresponding second monitoring point to the influence of plastic strain. n The average effective stress index reflects the influence of the initial consolidation stress state at the corresponding second monitoring point. bNumber of loops N The index; The corresponding cyclic deviatoric stress at the second monitoring point mainly refers to the dynamic shear stress caused by the dynamic load, which is generally half of the difference between the dynamic principal stresses. Atmospheric pressure; The average effective stress; This represents the number of load cycles.

[0115] In a specific example A , m , n , b The acquisition process is as follows:

[0116] (1) Obtain soil samples (original roadbed soil or tunnel bottom surrounding rock) from the site and the corresponding location of the second monitoring point, and apply static stress to the soil samples corresponding to the site depth. .

[0117] (2) Based on this static stress, apply cyclic deviatoric stresses of different amplitudes. and the average effective stress at different second monitoring points Using stability theory, the cumulative plastic strain of the soil sample under each load level was calculated. With the number of load cycles N The increased value.

[0118] (3) The large amount of data obtained (different) ,different Below - N Substituting the curve into the above formula (8), and using multivariate nonlinear regression analysis, the set of data that best fits all experimental data to the theoretical curve is calculated, and the result is obtained. A , m , n and b The value.

[0119] The core idea of ​​the stability theory is: when cyclic deviatoric stress... With static stress When the ratio is lower than the preset "stability limit", the plastic strain will tend to stabilize after a certain number of cycles; when it is higher than the limit, the plastic strain will continue to increase until failure.

[0120] It should be noted that the post-construction differential settlement at any second monitoring point is calculated based on the post-construction settlement at that point and the preset measured horizontal distance, which is existing technology and will not be elaborated upon here. The preset measured horizontal distance can be 50m.

[0121] In this embodiment of the invention, the first preset standard may include: the peak value of dynamic acceleration at each first monitoring point is no greater than 0.1 m / s², and the peak value of dynamic stress at each first monitoring point is no greater than 0.1 times the soil self-weight stress. Thus, by using a peak dynamic acceleration of no more than 0.1 m / s² to control the long-term vibration fatigue effect, and by using a peak dynamic stress of no more than 0.1 times the soil self-weight stress to control the strength and stability under dynamic disturbance, this invention innovatively proposes a dual threshold collaborative discrimination standard of dynamic acceleration and dynamic stress, enabling it to ensure, to a certain extent, the long-term safety of the underpass tunnel structure in the flight zone under dynamic loads.

[0122] The second preset standard may include: the post-construction settlement of each second monitoring point is not greater than the corresponding preset post-construction settlement threshold, and the post-construction differential settlement of each second monitoring point is not greater than the corresponding preset post-construction differential settlement threshold.

[0123] In a specific example, the relevant requirements for post-construction settlement and post-construction differential settlement within the design service life are shown in Table 1:

[0124] Table 1

[0125]

[0126] The preset post-construction settlement threshold and preset post-construction differential settlement threshold are determined by technical personnel based on the ranges in Table 1. Specifically, for runways and taxiways, when the foundation is soft soil, the higher value in Table 1 can be used; for runways and taxiways, when the foundation is high embankment, the lower value in Table 1 can be used for well-graded crushed stone filling, and the higher value in Table 1 can be used for fine-grained soil or soft soil foundation; for aprons, when the apron area is greater than 20,000 square meters, the lower value in Table 1 can be used; when the area is not greater than 20,000 square meters, the higher value in Table 1 can be used.

[0127] Therefore, the preset post-construction settlement threshold and the preset post-construction differential settlement threshold may be different for different second monitoring points.

[0128] Step 105: To ensure that the latest preset dynamic response index meets the first preset standard and the latest preset cumulative deformation index meets the second preset standard, a preset step-wise optimization operation is performed on the three-dimensional numerical calculation model based on the first preset dynamic response index and the first preset cumulative deformation index.

[0129] In this embodiment of the invention, with the aim of ensuring that the latest preset dynamic response index meets a first preset standard and the latest preset cumulative deformation index meets a second preset standard, a preset step-wise optimization operation is performed on the three-dimensional numerical calculation model based on the first preset dynamic response index and the first preset cumulative deformation index. Specifically, this may include:

[0130] (1) Determine whether the first preset dynamic response index meets the first preset standard.

[0131] (2) If the first preset dynamic response index does not meet the first preset standard, a preset speed reduction operation is performed on the dynamic load object, and the second preset dynamic response index and the second preset cumulative deformation index are re-acquired. The preset speed reduction operation can specifically reduce the speed of the dynamic load object to the corresponding preset speed, for example, the running speed of rail transit trains is reduced to 36km / h, and the running speed of high-speed trains is reduced to 150km / h. It should be noted that the burial depth of rail transit tunnels is relatively shallow compared to that of high-speed train tunnels. Therefore, the preset speed of rail transit trains is set lower than that of high-speed trains. When the radius of the turning curve of the fast exit taxiway is ≥550m, the aircraft taxiing speed is controlled at 93km / h (25.8m / s); when the radius of the turning curve of the fast exit taxiway is ≥275m, the aircraft taxiing speed is controlled at 65km / h (18.06m / s); for other taxiways that are not fast exit taxiways, the aircraft taxiing speed is controlled within the range of 15km / h to 25km / h. Specifically, when the dynamic load is the first dynamic load, the object of the dynamic load is the train; when the dynamic load is the second or third dynamic load, the object of the dynamic load is both the train and the aircraft; and when the dynamic load is the fourth or fifth dynamic load, the object of the dynamic load is the aircraft.

[0132] (3) If the second preset dynamic response index obtained again meets the first preset standard, then determine whether the second preset cumulative deformation index obtained again meets the second preset standard.

[0133] (4) If the second preset cumulative deformation index is re-acquired and meets the second preset standard, then this optimization operation ends.

[0134] In this embodiment of the invention, the trackbed-tunnel dynamic collaborative optimization design method under air-rail dynamic load of the present invention may further include:

[0135] (1) If the second preset dynamic response index does not meet the first preset standard, or the second preset cumulative deformation index does not meet the second preset standard, the tunnel bottom surrounding rock of the three-dimensional numerical calculation model shall be reinforced by grouting, and the third preset dynamic response index and the third preset cumulative deformation index shall be obtained again.

[0136] It should be noted that the premise for grouting reinforcement of the tunnel bottom surrounding rock in the three-dimensional numerical calculation model is that the tunnel subgrade in the flight area has met the relevant requirements, such as the compaction degree and the reaction modulus of the subgrade. Furthermore, the five special types of soil and rock (including weak soil, collapsible loess, expansive soil, saline soil and frozen soil) and four adverse geological conditions (including karst, landslide, liquefaction and mining subsidence) in the flight area have been treated and meet the relevant specifications.

[0137] (2) If the third preset dynamic response index meets the first preset standard, and the third preset cumulative deformation index meets the second preset standard, then this optimization operation ends.

[0138] In this embodiment of the invention, the trackbed-tunnel dynamic collaborative optimization design method under air-rail dynamic load of the present invention may further include:

[0139] (1) If the third preset dynamic response index does not meet the first preset standard, or if the third preset cumulative deformation index does not meet the second preset standard, then the adjusted model parameters shall be restored.

[0140] (2) Analyze the sources of dynamic response that cause the design requirements not to be met.

[0141] (3) When the source of dynamic response is train vibration load, the standard sleeper in the three-dimensional numerical calculation model is replaced with a high elasticity vibration reduction sleeper, and the fourth preset dynamic response index and the fourth preset cumulative deformation index are obtained again.

[0142] High-elasticity vibration-damping sleepers can be glass fiber reinforced polyurethane composite sleepers. These sleepers use continuous glass fiber reinforced rigid polyurethane foam, and the material itself has high elasticity and high damping characteristics, which can effectively absorb the high-frequency vibrations generated when trains pass by.

[0143] (4) If the fourth preset dynamic response index meets the first preset standard, and the fourth preset cumulative deformation index meets the second preset standard, then this optimization operation ends.

[0144] (5) If the fourth preset dynamic response index does not meet the first preset standard, or the fourth preset cumulative deformation index does not meet the second preset standard, then the dynamic load object is subjected to a preset deceleration operation, and the fifth preset dynamic response index and the fifth preset cumulative deformation index are re-acquired.

[0145] (6) If the fifth preset dynamic response index meets the first preset standard, and the fifth preset cumulative deformation index meets the second preset standard, then this optimization operation ends.

[0146] (7) If the fifth preset dynamic response index does not meet the first preset standard, or if the fifth preset cumulative deformation index does not meet the second preset standard, then the adjusted speed parameters shall be restored.

[0147] (8) Set a foamed concrete vibration damping layer on the outside of the tunnel lining in the three-dimensional numerical calculation model, and re-obtain the sixth preset dynamic response index and the sixth preset cumulative deformation index under the foamed concrete vibration damping layer for various preset working conditions.

[0148] The thickness of the foamed concrete vibration damping layer can range from 0.3m to 0.5m, and the elastic modulus can range from 0.8GPa to 1.2GPa. All combinations of these value ranges constitute the various preset working conditions corresponding to the foamed concrete vibration damping layer.

[0149] (9) If all sixth preset dynamic response indicators meet the first preset standard, and all sixth preset cumulative deformation indicators meet the second preset standard, then this optimization operation ends.

[0150] (10) If the sixth preset dynamic response index does not meet the first preset standard, or if the sixth preset cumulative deformation index does not meet the second preset standard, then the dynamic load object is subjected to a preset deceleration operation, and the seventh preset dynamic response index and the seventh preset cumulative deformation index are re-acquired.

[0151] (11) If the seventh preset dynamic response index meets the first preset standard, and the seventh preset cumulative deformation index meets the second preset standard, then this optimization operation ends.

[0152] (12) If the seventh preset dynamic response index does not meet the first preset standard, or if the seventh preset cumulative deformation index does not meet the second preset standard, then the preset alarm action is executed.

[0153] In this embodiment of the invention, after analyzing the sources of dynamic response that lead to non-compliance with design requirements, the trackbed-tunnel dynamic collaborative optimization design method under air-rail dynamic load of the present invention may further include:

[0154] (1) When the source of dynamic response is aircraft taxiing load or aircraft landing load, an open-graded asphalt stabilized crushed stone vibration damping layer is set between the surface layer and the base layer in the three-dimensional numerical calculation model, and the eighth preset dynamic response index and the eighth preset cumulative deformation index are obtained again.

[0155] The elastic modulus of the open-graded asphalt stabilized crushed stone vibration damping layer is 800 MPa, the thickness is 5 cm, and the Poisson's ratio is 0.35.

[0156] (2) If the eighth preset dynamic response index meets the first preset standard, and the eighth preset cumulative deformation index meets the second preset standard, then this optimization operation ends.

[0157] (3) If the eighth preset dynamic response index does not meet the first preset standard, or the eighth preset cumulative deformation index does not meet the second preset standard, then the dynamic load object is subjected to a preset deceleration operation, and the ninth preset dynamic response index and the ninth preset cumulative deformation index are re-acquired.

[0158] (4) If the ninth preset dynamic response index meets the first preset standard, and the ninth preset cumulative deformation index meets the second preset standard, then this optimization operation ends.

[0159] (5) If the ninth preset dynamic response index does not meet the first preset standard, or if the ninth preset cumulative deformation index does not meet the second preset standard, then the adjusted speed parameters shall be restored.

[0160] (6) In the three-dimensional numerical calculation model, the bench method structure is used to reinforce the roadbed at the top of the tunnel. When the current preset dynamic response index does not meet the first preset standard, or the current preset cumulative deformation index does not meet the second preset standard, the structural parameters of the bench method structure are continuously adjusted until all preset structural parameters of the bench method structure are queried, or until the tenth preset dynamic response index is re-acquired and meets the first preset standard, and the tenth preset cumulative deformation index is re-acquired and meets the second preset standard.

[0161] The bench method is used to reinforce the tunnel foundation at the top of the tunnel. This involves installing reinforced concrete bench structures at the tunnel top to distribute the load. Structural parameters include pile length, pile spacing, and the thickness of the upper reinforced concrete slab. Furthermore, each structural parameter has a preset range of values; all combinations of these ranges constitute the preset structural parameter configurations for the bench method structure.

[0162] (7) If, after polling all preset structural parameters of the bench method structure, there is a situation where the current preset dynamic response index does not meet the first preset standard, or the current preset cumulative deformation index does not meet the second preset standard, then for each preset structural parameter case of the bench method structure, a preset deceleration operation is performed on the dynamic load object, and the eleventh preset dynamic response index and the eleventh preset cumulative deformation index are re-acquired. That is, for each preset structural parameter case of the bench method structure, there is a corresponding set of eleventh preset dynamic response indexes and a set of eleventh preset cumulative deformation indexes.

[0163] (8) If all eleventh preset dynamic response indicators meet the first preset standard, and all eleventh preset cumulative deformation indicators meet the second preset standard, then this optimization operation ends.

[0164] (9) If the eleventh preset dynamic response index does not meet the first preset standard, or if the eleventh preset cumulative deformation index does not meet the second preset standard, then the preset alarm action will be executed.

[0165] In this embodiment of the invention, after analyzing the sources of dynamic response that lead to non-compliance with design requirements, the trackbed-tunnel dynamic collaborative optimization design method under air-rail dynamic load of the present invention may further include:

[0166] (1) When the source of dynamic response is the first coupled dynamic load or the second coupled dynamic load, the dynamic load object is subjected to a preset deceleration operation, and the twelfth preset dynamic response index and the twelfth preset cumulative deformation index are re-acquired.

[0167] (2) If the twelfth preset dynamic response index meets the first preset standard and the twelfth preset cumulative deformation index meets the second preset standard, then this optimization operation ends.

[0168] (3) If the twelfth preset dynamic response index does not meet the first preset standard, or the twelfth preset cumulative deformation index does not meet the second preset standard, then in the three-dimensional numerical calculation model, the standard sleeper is replaced with a high elasticity vibration damping sleeper, an open-graded asphalt stabilized crushed stone vibration damping layer is set between the surface layer and the base layer, and the thirteenth preset dynamic response index and the thirteenth preset cumulative deformation index are obtained again.

[0169] (4) If the thirteenth preset dynamic response index meets the first preset standard and the thirteenth preset cumulative deformation index meets the second preset standard, then this optimization operation ends.

[0170] (5) If the thirteenth preset dynamic response index does not meet the first preset standard, or the thirteenth preset cumulative deformation index does not meet the second preset standard, then the first preset strategy or the second preset strategy shall be executed.

[0171] The first preset strategy is to set a foamed concrete vibration damping layer on the outside of the tunnel lining in the three-dimensional numerical calculation model, and re-obtain the fourteenth preset dynamic response index and the fourteenth preset cumulative deformation index under the foamed concrete vibration damping layer for various preset working conditions.

[0172] If all fourteenth preset dynamic response indicators meet the first preset standard, and all fourteenth preset cumulative deformation indicators meet the second preset standard, then this optimization operation ends.

[0173] If the fourteenth preset dynamic response index does not meet the first preset standard, or if the fourteenth preset cumulative deformation index does not meet the second preset standard, then a preset alarm action will be executed.

[0174] The second pre-set strategy is to use the bench method structure to reinforce the roadbed at the top of the tunnel in the three-dimensional numerical calculation model.

[0175] If the current preset dynamic response index does not meet the first preset standard, or the current preset cumulative deformation index does not meet the second preset standard, the structural parameters of the bench method structure are continuously adjusted until all preset structural parameters of the bench method structure are queried, or until the newly acquired fifteenth preset dynamic response index meets the first preset standard, and the newly acquired fifteenth preset cumulative deformation index meets the second preset standard.

[0176] If, after polling all the preset structural parameters of the bench method structure, there is a situation where the current preset dynamic response index does not meet the first preset standard, or the current preset cumulative deformation index does not meet the second preset standard, then a preset alarm action will be executed.

[0177] Based on this, the present invention forms a clear logic of "speed control-vibration reduction-reinforcement" through a step-by-step optimization system that combines load-driven optimization. This ensures the progressiveness and pertinence of the measures, and meets the optimization needs of different load-affected scenarios through a combination of multiple composite solutions. This significantly improves the safety of engineering design and operation and maintenance, while avoiding the direct adoption of expensive structural modification solutions and improving the economy of engineering design.

[0178] Based on a general inventive concept, the present invention also provides a device for dynamic collaborative optimization design of trackbed-tunnel under air-rail dynamic load. Figure 4 This is a structural schematic diagram of a trackbed-tunnel dynamic collaborative optimization design device under dynamic load of air-rail provided in an embodiment of the present invention. Figure 4 As shown, this device includes:

[0179] The first acquisition module 41 is used to acquire relevant parameters of the structure of the area to be designed, including physical and mechanical parameters, geometric parameters and spatial location parameters.

[0180] Module 42 is established to create a three-dimensional numerical calculation model that integrates the pavement structure, subgrade structure, and underpass tunnel structure of the flight area using relevant parameters.

[0181] The application module 43 is used to apply dynamic loads in the three-dimensional numerical calculation model. The dynamic loads are a first dynamic load, a second dynamic load, a third dynamic load, a fourth dynamic load, or a fifth dynamic load. The first dynamic load is used to simulate the train vibration load, the second dynamic load is used to simulate the first coupled dynamic load of the aircraft taxiing load and the train vibration load, the third dynamic load is used to simulate the second coupled dynamic load of the aircraft landing load and the train vibration load, the fourth dynamic load is used to simulate the aircraft taxiing load, and the fifth dynamic load is used to simulate the aircraft landing load.

[0182] The second acquisition module 44 is used to acquire the first preset dynamic response index of multiple first monitoring points of the three-dimensional numerical calculation model under dynamic load, and to acquire the first preset cumulative deformation index of multiple second monitoring points of the three-dimensional numerical calculation model under dynamic load; the first preset dynamic response index includes dynamic acceleration and dynamic stress; the first preset cumulative deformation index includes post-construction settlement and post-construction differential settlement.

[0183] The optimization module 45 is used to perform a preset step-wise optimization operation on the three-dimensional numerical calculation model with the aim of making the latest preset dynamic response index meet the first preset standard and the latest preset cumulative deformation index meet the second preset standard.

[0184] Optional, optimization module 45, can be used for:

[0185] (1) Determine whether the first preset dynamic response index meets the first preset standard.

[0186] (2) If the first preset dynamic response index does not meet the first preset standard, then the dynamic load object is subjected to a preset deceleration operation, and the second preset dynamic response index and the second preset cumulative deformation index are re-acquired.

[0187] (3) If the second preset dynamic response index obtained again meets the first preset standard, then determine whether the second preset cumulative deformation index obtained again meets the second preset standard.

[0188] (4) If the second preset cumulative deformation index is re-acquired and meets the second preset standard, then this optimization operation ends.

[0189] Optionally, optimization module 45 can also be used for:

[0190] (1) If the second preset dynamic response index does not meet the first preset standard, or the second preset cumulative deformation index does not meet the second preset standard, the tunnel bottom surrounding rock of the three-dimensional numerical calculation model shall be reinforced by grouting, and the third preset dynamic response index and the third preset cumulative deformation index shall be obtained again.

[0191] (2) If the third preset dynamic response index meets the first preset standard, and the third preset cumulative deformation index meets the second preset standard, then this optimization operation ends.

[0192] Optionally, optimization module 45 can also be used for:

[0193] (1) If the third preset dynamic response index does not meet the first preset standard, or if the third preset cumulative deformation index does not meet the second preset standard, then the adjusted model parameters shall be restored.

[0194] (2) Analyze the sources of dynamic response that cause the design requirements not to be met.

[0195] (3) When the source of dynamic response is train vibration load, the standard sleeper in the three-dimensional numerical calculation model is replaced with a high elasticity vibration reduction sleeper, and the fourth preset dynamic response index and the fourth preset cumulative deformation index are obtained again.

[0196] (4) If the fourth preset dynamic response index meets the first preset standard, and the fourth preset cumulative deformation index meets the second preset standard, then this optimization operation ends.

[0197] (5) If the fourth preset dynamic response index does not meet the first preset standard, or the fourth preset cumulative deformation index does not meet the second preset standard, then the dynamic load object is subjected to a preset deceleration operation, and the fifth preset dynamic response index and the fifth preset cumulative deformation index are re-acquired.

[0198] (6) If the fifth preset dynamic response index meets the first preset standard, and the fifth preset cumulative deformation index meets the second preset standard, then this optimization operation ends.

[0199] (7) If the fifth preset dynamic response index does not meet the first preset standard, or if the fifth preset cumulative deformation index does not meet the second preset standard, then the adjusted speed parameters shall be restored.

[0200] (8) Set a foamed concrete vibration damping layer on the outside of the tunnel lining in the three-dimensional numerical calculation model, and re-obtain the sixth preset dynamic response index and the sixth preset cumulative deformation index under the foamed concrete vibration damping layer for various preset working conditions.

[0201] (9) If all sixth preset dynamic response indicators meet the first preset standard, and all sixth preset cumulative deformation indicators meet the second preset standard, then this optimization operation ends.

[0202] (10) If the sixth preset dynamic response index does not meet the first preset standard, or if the sixth preset cumulative deformation index does not meet the second preset standard, then the dynamic load object is subjected to a preset deceleration operation, and the seventh preset dynamic response index and the seventh preset cumulative deformation index are re-acquired.

[0203] (11) If the seventh preset dynamic response index meets the first preset standard, and the seventh preset cumulative deformation index meets the second preset standard, then this optimization operation ends.

[0204] (12) If the seventh preset dynamic response index does not meet the first preset standard, or if the seventh preset cumulative deformation index does not meet the second preset standard, then the preset alarm action is executed.

[0205] Optionally, after analyzing the sources of dynamic response that cause the design requirements to not be met, optimization module 45 can also be used for:

[0206] (1) When the source of dynamic response is aircraft taxiing load or aircraft landing load, an open-graded asphalt stabilized crushed stone vibration damping layer is set between the surface layer and the base layer in the three-dimensional numerical calculation model, and the eighth preset dynamic response index and the eighth preset cumulative deformation index are obtained again.

[0207] (2) If the eighth preset dynamic response index meets the first preset standard, and the eighth preset cumulative deformation index meets the second preset standard, then this optimization operation ends.

[0208] (3) If the eighth preset dynamic response index does not meet the first preset standard, or the eighth preset cumulative deformation index does not meet the second preset standard, then the dynamic load object is subjected to a preset deceleration operation, and the ninth preset dynamic response index and the ninth preset cumulative deformation index are re-acquired.

[0209] (4) If the ninth preset dynamic response index meets the first preset standard, and the ninth preset cumulative deformation index meets the second preset standard, then this optimization operation ends.

[0210] (5) If the ninth preset dynamic response index does not meet the first preset standard, or if the ninth preset cumulative deformation index does not meet the second preset standard, then the adjusted speed parameters shall be restored.

[0211] (6) In the three-dimensional numerical calculation model, the bench method structure is used to reinforce the roadbed at the top of the tunnel. When the current preset dynamic response index does not meet the first preset standard, or the current preset cumulative deformation index does not meet the second preset standard, the structural parameters of the bench method structure are continuously adjusted until all preset structural parameters of the bench method structure are queried, or until the tenth preset dynamic response index is re-acquired and meets the first preset standard, and the tenth preset cumulative deformation index is re-acquired and meets the second preset standard.

[0212] (7) If, after polling all the preset structural parameters of the bench method structure, there is a situation where the current preset dynamic response index does not meet the first preset standard, or the current preset cumulative deformation index does not meet the second preset standard, then under each preset structural parameter of the bench method structure, a preset deceleration operation is performed on the dynamic load object, and the eleventh preset dynamic response index and the eleventh preset cumulative deformation index are re-acquired.

[0213] (8) If all eleventh preset dynamic response indicators meet the first preset standard, and all eleventh preset cumulative deformation indicators meet the second preset standard, then this optimization operation ends.

[0214] (9) If the eleventh preset dynamic response index does not meet the first preset standard, or if the eleventh preset cumulative deformation index does not meet the second preset standard, then the preset alarm action will be executed.

[0215] Optionally, after analyzing the sources of dynamic response that cause the design requirements to not be met, optimization module 45 can also be used for:

[0216] (1) When the source of dynamic response is the first coupled dynamic load or the second coupled dynamic load, the dynamic load object is subjected to a preset deceleration operation, and the twelfth preset dynamic response index and the twelfth preset cumulative deformation index are re-acquired.

[0217] (2) If the twelfth preset dynamic response index meets the first preset standard and the twelfth preset cumulative deformation index meets the second preset standard, then this optimization operation ends.

[0218] (3) If the twelfth preset dynamic response index does not meet the first preset standard, or the twelfth preset cumulative deformation index does not meet the second preset standard, then in the three-dimensional numerical calculation model, the standard sleeper is replaced with a high elasticity vibration damping sleeper, an open-graded asphalt stabilized crushed stone vibration damping layer is set between the surface layer and the base layer, and the thirteenth preset dynamic response index and the thirteenth preset cumulative deformation index are obtained again.

[0219] (4) If the thirteenth preset dynamic response index meets the first preset standard and the thirteenth preset cumulative deformation index meets the second preset standard, then this optimization operation ends.

[0220] (5) If the thirteenth preset dynamic response index does not meet the first preset standard, or the thirteenth preset cumulative deformation index does not meet the second preset standard, then the first preset strategy or the second preset strategy shall be executed.

[0221] The first preset strategy is to set a foamed concrete vibration damping layer on the outside of the tunnel lining in the three-dimensional numerical calculation model, and re-obtain the fourteenth preset dynamic response index and the fourteenth preset cumulative deformation index under the foamed concrete vibration damping layer for various preset working conditions.

[0222] If all fourteenth preset dynamic response indicators meet the first preset standard, and all fourteenth preset cumulative deformation indicators meet the second preset standard, then this optimization operation ends.

[0223] If the fourteenth preset dynamic response index does not meet the first preset standard, or if the fourteenth preset cumulative deformation index does not meet the second preset standard, then a preset alarm action will be executed.

[0224] The second preset strategy is as follows: In the three-dimensional numerical calculation model, the bench method structure is used to reinforce the roadbed at the top of the tunnel. When the current preset dynamic response index does not meet the first preset standard, or the current preset cumulative deformation index does not meet the second preset standard, the structural parameters of the bench method structure are continuously adjusted until all preset structural parameters of the bench method structure are queried, or until the fifteenth preset dynamic response index is re-acquired and meets the first preset standard, and the fifteenth preset cumulative deformation index is re-acquired and meets the second preset standard.

[0225] If, after polling all the preset structural parameters of the bench method structure, there is a situation where the current preset dynamic response index does not meet the first preset standard, or the current preset cumulative deformation index does not meet the second preset standard, then a preset alarm action will be executed.

[0226] Optionally, in the three-dimensional numerical calculation model, the underpass tunnel structure is a horseshoe-shaped high-speed railway tunnel or a circular shield tunnel.

[0227] Optionally, the application module 43 can be used for:

[0228] When the dynamic load is the second or third dynamic load, apply the aircraft taxiing load or the aircraft landing load to the three-dimensional numerical calculation model.

[0229] Once the applied aircraft taxiing load or aircraft landing load has reached a stable state, the train vibration load is applied in the three-dimensional numerical calculation model.

[0230] Optionally, the first preset standard includes: the peak value of dynamic acceleration at each first monitoring point is no greater than 0.1 m / s², and the peak value of dynamic stress at each first monitoring point is no greater than 0.1 times the soil self-weight stress.

[0231] The second preset standard includes: the post-construction settlement of each second monitoring point is not greater than the corresponding preset post-construction settlement range, and the post-construction differential settlement of each second monitoring point is not greater than the corresponding preset post-construction differential settlement range.

[0232] It is understood that the same or similar parts in the above embodiments can be referred to each other, and the contents not described in detail in some embodiments can be referred to the same or similar contents in other embodiments.

[0233] It should be noted that in the description of this invention, the terms "first," "second," etc., are used for descriptive purposes only and should not be construed as indicating or implying relative importance. Furthermore, in the description of this invention, unless otherwise stated, "a plurality of" means at least two.

[0234] Any process or method described in the flowchart or otherwise herein can be understood as representing a module, segment, or portion of code comprising one or more executable instructions for implementing a particular logical function or process, and the scope of preferred embodiments of the invention includes additional implementations in which functions may be performed not in the order shown or discussed, including substantially simultaneously or in reverse order depending on the functions involved, as will be understood by those skilled in the art to which embodiments of the invention pertain.

[0235] It should be understood that various parts of the present invention can be implemented in hardware, software, firmware, or a combination thereof. In the above embodiments, multiple steps or methods can be implemented in software or firmware stored in memory and executed by a suitable instruction execution system. For example, if implemented in hardware, as in another embodiment, it can be implemented using any one or a combination of the following techniques known in the art: discrete logic circuits having logic gates for implementing logical functions on data signals, application-specific integrated circuits (ASICs) having suitable combinational logic gates, programmable gate arrays (PGAs), field-programmable gate arrays (FPGAs), etc.

[0236] Those skilled in the art will understand that all or part of the steps of the methods in the above embodiments can be implemented by a program instructing related hardware. The program can be stored in a computer-readable storage medium, and when executed, the program includes one or a combination of the steps of the method embodiments.

[0237] Furthermore, the functional units in the various embodiments of the present invention can be integrated into a processing module, or each unit can exist physically separately, or two or more units can be integrated into a module. The integrated module can be implemented in hardware or as a software functional module. If the integrated module is implemented as a software functional module and sold or used as an independent product, it can also be stored in a computer-readable storage medium.

[0238] The storage media mentioned above can be read-only memory, disk, or optical disk, etc.

[0239] In the description of this specification, references to terms such as "one embodiment," "some embodiments," "example," "specific example," or "some examples," etc., indicate that a specific feature, structure, material, or characteristic described in connection with that embodiment or example is included in at least one embodiment or example of the invention. In this specification, the illustrative expressions of the above terms do not necessarily refer to the same embodiment or example. Furthermore, the specific features, structures, materials, or characteristics described may be combined in any suitable manner in one or more embodiments or examples.

[0240] Although embodiments of the present invention have been shown and described above, it is understood that the above embodiments are exemplary and should not be construed as limiting the present invention. Those skilled in the art can make changes, modifications, substitutions and variations to the above embodiments within the scope of the present invention.

Claims

1. A method for dynamic collaborative optimization design of trackbed and tunnel under air-rail dynamic load, characterized in that, include: Obtain relevant parameters of the structure of the area to be designed, including physical and mechanical parameters, geometric parameters, and spatial location parameters; Using the relevant parameters, a three-dimensional numerical calculation model integrating the flight area pavement structure, pavement structure, and underpass tunnel structure was established; Dynamic loads are applied to the three-dimensional numerical calculation model; the dynamic loads are a first dynamic load, a second dynamic load, a third dynamic load, a fourth dynamic load, or a fifth dynamic load. The first dynamic load is used to simulate train vibration load, the second dynamic load is used to simulate the first coupled dynamic load of aircraft taxiing load and train vibration load, the third dynamic load is used to simulate the second coupled dynamic load of aircraft landing load and train vibration load, the fourth dynamic load is used to simulate aircraft taxiing load, and the fifth dynamic load is used to simulate aircraft landing load. The first preset dynamic response index of multiple first monitoring points of the three-dimensional numerical calculation model under the action of the dynamic load is obtained, and the first preset cumulative deformation index of multiple second monitoring points of the three-dimensional numerical calculation model under the action of the dynamic load is obtained; the first preset dynamic response index includes dynamic acceleration and dynamic stress; the first preset cumulative deformation index includes post-construction settlement and post-construction differential settlement. With the aim of ensuring that the latest preset dynamic response index meets the first preset standard and the latest preset cumulative deformation index meets the second preset standard, a preset step-wise optimization operation is performed on the three-dimensional numerical calculation model based on the first preset dynamic response index and the first preset cumulative deformation index. To ensure that the latest preset dynamic response index meets the first preset standard and the latest preset cumulative deformation index meets the second preset standard, a preset step-wise optimization operation is performed on the three-dimensional numerical calculation model based on the first preset dynamic response index and the first preset cumulative deformation index, specifically including: Determine whether the first preset dynamic response index meets the first preset standard; If the first preset dynamic response index does not meet the first preset standard, then a preset deceleration operation is performed on the dynamic load object, and the second preset dynamic response index and the second preset cumulative deformation index are re-acquired. If the reacquired second preset dynamic response index meets the first preset standard, then determine whether the reacquired second preset cumulative deformation index meets the second preset standard. If the second preset cumulative deformation index obtained again meets the second preset standard, then this optimization operation ends.

2. The method for coordinated optimization design of trackbed-tunnel dynamics under air-rail dynamic load as described in claim 1, characterized in that, Also includes: If the second preset dynamic response index does not meet the first preset standard, or the second preset cumulative deformation index does not meet the second preset standard, then the tunnel bottom surrounding rock of the three-dimensional numerical calculation model is subjected to grouting reinforcement treatment, and the third preset dynamic response index and the third preset cumulative deformation index are re-obtained. If the third preset dynamic response index meets the first preset standard, and the third preset cumulative deformation index meets the second preset standard, then this optimization operation ends.

3. The method for coordinated optimization design of trackbed-tunnel dynamics under air-rail dynamic load as described in claim 2, characterized in that, Also includes: If the third preset dynamic response index does not meet the first preset standard, or if the third preset cumulative deformation index does not meet the second preset standard, then the adjusted model parameters are restored. Analyze the sources of dynamic response that lead to non-compliance with design requirements; When the source of the dynamic response is train vibration load, the standard sleeper in the three-dimensional numerical calculation model is replaced with a high-elasticity vibration-damping sleeper, and the fourth preset dynamic response index and the fourth preset cumulative deformation index are obtained again. If the fourth preset dynamic response index meets the first preset standard, and the fourth preset cumulative deformation index meets the second preset standard, then this optimization operation ends. If the fourth preset dynamic response index does not meet the first preset standard, or if the fourth preset cumulative deformation index does not meet the second preset standard, then a preset deceleration operation is performed on the dynamic load object, and the fifth preset dynamic response index and the fifth preset cumulative deformation index are re-acquired. If the fifth preset dynamic response index meets the first preset standard, and the fifth preset cumulative deformation index meets the second preset standard, then this optimization operation ends. If the fifth preset dynamic response index does not meet the first preset standard, or if the fifth preset cumulative deformation index does not meet the second preset standard, then the adjusted speed parameters are restored. A foamed concrete vibration damping layer is set on the outside of the tunnel lining in the three-dimensional numerical calculation model, and the sixth preset dynamic response index and the sixth preset cumulative deformation index under the foamed concrete vibration damping layer under various preset working conditions are obtained again. If all the sixth preset dynamic response indicators meet the first preset standard, and all the sixth preset cumulative deformation indicators meet the second preset standard, then this optimization operation ends. If the sixth preset dynamic response index does not meet the first preset standard, or if the sixth preset cumulative deformation index does not meet the second preset standard, then a preset deceleration operation is performed on the dynamic load object, and the seventh preset dynamic response index and the seventh preset cumulative deformation index are reacquired. If the seventh preset dynamic response index meets the first preset standard, and the seventh preset cumulative deformation index meets the second preset standard, then this optimization operation ends. If the seventh preset dynamic response index does not meet the first preset standard, or if the seventh preset cumulative deformation index does not meet the second preset standard, then a preset alarm action will be executed.

4. The method for coordinated optimization design of trackbed-tunnel dynamics under air-rail dynamic load as described in claim 3, characterized in that, After analyzing the sources of dynamic response that cause the design requirements not to be met, the analysis also includes: When the source of the dynamic response is the aircraft taxiing load or the aircraft landing load, an open-graded asphalt-stabilized crushed stone vibration damping layer is set between the surface layer and the base layer in the three-dimensional numerical calculation model, and the eighth preset dynamic response index and the eighth preset cumulative deformation index are re-acquired. If the eighth preset dynamic response index meets the first preset standard, and the eighth preset cumulative deformation index meets the second preset standard, then this optimization operation ends. If the eighth preset dynamic response index does not meet the first preset standard, or if the eighth preset cumulative deformation index does not meet the second preset standard, then a preset deceleration operation is performed on the dynamic load object, and the ninth preset dynamic response index and the ninth preset cumulative deformation index are re-acquired. If the ninth preset dynamic response index meets the first preset standard, and the ninth preset cumulative deformation index meets the second preset standard, then this optimization operation ends. If the ninth preset dynamic response index does not meet the first preset standard, or if the ninth preset cumulative deformation index does not meet the second preset standard, then the adjusted speed parameters shall be restored. In the three-dimensional numerical calculation model, the bench method structure is used to reinforce the roadbed at the top of the tunnel. When the current preset dynamic response index does not meet the first preset standard, or the current preset cumulative deformation index does not meet the second preset standard, the structural parameters of the bench method structure are continuously adjusted until all preset structural parameters of the bench method structure are queried, or until the re-acquired tenth preset dynamic response index meets the first preset standard, and the re-acquired tenth preset cumulative deformation index meets the second preset standard. If, after polling all the preset structural parameters of the bench method structure, there is a situation where the current preset dynamic response index does not meet the first preset standard, or the current preset cumulative deformation index does not meet the second preset standard, then under each preset structural parameter condition of the bench method structure, a preset deceleration operation is performed on the dynamic load object, and the eleventh preset dynamic response index and the eleventh preset cumulative deformation index are re-acquired. If all the eleventh preset dynamic response indicators meet the first preset standard, and all the eleventh preset cumulative deformation indicators meet the second preset standard, then this optimization operation ends. If any of the eleventh preset dynamic response indicators does not meet the first preset standard, or if any of the eleventh preset cumulative deformation indicators does not meet the second preset standard, then a preset alarm action will be executed.

5. The method for coordinated optimization design of trackbed-tunnel dynamics under air-rail dynamic load as described in claim 3, characterized in that, After analyzing the sources of dynamic response that cause the design requirements not to be met, the analysis also includes: When the source of the dynamic response is the first coupled dynamic load or the second coupled dynamic load, a preset deceleration operation is performed on the dynamic load object, and the twelfth preset dynamic response index and the twelfth preset cumulative deformation index are reacquired. If the twelfth preset dynamic response index meets the first preset standard, and the twelfth preset cumulative deformation index meets the second preset standard, then this optimization operation ends. If the twelfth preset dynamic response index does not meet the first preset standard, or the twelfth preset cumulative deformation index does not meet the second preset standard, then in the three-dimensional numerical calculation model, the standard sleeper is replaced with a high-elasticity vibration-damping sleeper, an open-graded asphalt-stabilized crushed stone vibration-damping layer is set between the surface layer and the base layer, and the thirteenth preset dynamic response index and the thirteenth preset cumulative deformation index are obtained again. If the thirteenth preset dynamic response index meets the first preset standard, and the thirteenth preset cumulative deformation index meets the second preset standard, then this optimization operation ends. If the thirteenth preset dynamic response index does not meet the first preset standard, or if the thirteenth preset cumulative deformation index does not meet the second preset standard, then the first preset strategy or the second preset strategy shall be executed. The first preset strategy is to set a foamed concrete vibration damping layer on the outside of the tunnel lining in the three-dimensional numerical calculation model, and re-obtain the fourteenth preset dynamic response index and the fourteenth preset cumulative deformation index under the foamed concrete vibration damping layer for various preset working conditions. If all the fourteenth preset dynamic response indicators meet the first preset standard, and all the fourteenth preset cumulative deformation indicators meet the second preset standard, then this optimization operation ends. If any of the fourteenth preset dynamic response indicators does not meet the first preset standard, or if any of the fourteenth preset cumulative deformation indicators does not meet the second preset standard, then a preset alarm action will be executed. The second preset strategy is as follows: In the three-dimensional numerical calculation model, the bench method structure is used to reinforce the roadbed at the top of the tunnel. When the current preset dynamic response index does not meet the first preset standard, or the current preset cumulative deformation index does not meet the second preset standard, the structural parameters of the bench method structure are continuously adjusted until all preset structural parameters of the bench method structure are queried, or until the fifteenth preset dynamic response index is re-acquired and meets the first preset standard, and the fifteenth preset cumulative deformation index is re-acquired and meets the second preset standard. If, after polling all the preset structural parameters of the bench method structure, there is a situation where the current preset dynamic response index does not meet the first preset standard, or the current preset cumulative deformation index does not meet the second preset standard, then a preset alarm action will be executed.

6. The method for coordinated optimization design of trackbed-tunnel dynamics under air-rail dynamic load as described in claim 1, characterized in that, In the three-dimensional numerical calculation model, the underpass tunnel structure is a horseshoe-shaped high-speed railway tunnel or a circular shield tunnel.

7. The method for coordinated optimization design of trackbed-tunnel dynamics under air-rail dynamic load as described in claim 1, characterized in that, When the dynamic load is the second dynamic load or the third dynamic load, the dynamic load is applied to the three-dimensional numerical calculation model, specifically including: Apply aircraft taxiing loads or aircraft landing loads to the three-dimensional numerical calculation model; After the applied aircraft taxiing load or aircraft landing load reaches a stable state, the train vibration load is applied to the three-dimensional numerical calculation model.

8. The method for coordinated optimization design of trackbed-tunnel dynamics under air-rail dynamic load as described in claim 1, characterized in that, The first preset standard includes: The peak dynamic acceleration at each first monitoring point is no greater than 0.1 m / s², and the peak dynamic stress at each first monitoring point is no greater than 0.1 times the soil self-weight stress. The second preset standard includes: the post-construction settlement of each second monitoring point is not greater than the corresponding preset post-construction settlement threshold, and the post-construction differential settlement of each second monitoring point is not greater than the corresponding preset post-construction differential settlement threshold.

9. A dynamic collaborative optimization design device for trackbed-tunnel under air-rail dynamic load, characterized in that, The method for coordinated optimization design of track subgrade-tunnel dynamics under dynamic loads of air-railway as described in any one of claims 1 to 8, wherein the device for coordinated optimization design of track subgrade-tunnel dynamics under dynamic loads of air-railway comprises: The first acquisition module is used to acquire relevant parameters of the structure of the area to be designed, including physical and mechanical parameters, geometric parameters and spatial location parameters; A module is established to utilize the relevant parameters to create a three-dimensional numerical calculation model that integrates the pavement structure, subgrade structure, and underpass tunnel structure of the flight area. An application module is used to apply dynamic loads to the three-dimensional numerical calculation model; the dynamic loads are a first dynamic load, a second dynamic load, a third dynamic load, a fourth dynamic load, or a fifth dynamic load, wherein the first dynamic load is used to simulate train vibration load, the second dynamic load is used to simulate the first coupled dynamic load of aircraft taxiing load and train vibration load, the third dynamic load is used to simulate the second coupled dynamic load of aircraft landing load and train vibration load, the fourth dynamic load is used to simulate aircraft taxiing load, and the fifth dynamic load is used to simulate aircraft landing load; The second acquisition module is used to acquire the first preset dynamic response index of multiple first monitoring points of the three-dimensional numerical calculation model under the action of the dynamic load, and to acquire the first preset cumulative deformation index of multiple second monitoring points of the three-dimensional numerical calculation model under the action of the dynamic load; the first preset dynamic response index includes dynamic acceleration and dynamic stress; the first preset cumulative deformation index includes post-construction settlement and post-construction differential settlement. The optimization module is used to perform a preset step-by-step optimization operation on the three-dimensional numerical calculation model with the aim of making the latest preset dynamic response index meet the first preset standard and the latest preset cumulative deformation index meet the second preset standard.

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