Design and construction method and device for high-speed rail-terminal co-constructed structure based on BIM

Abstract

The application relates to the field of BIM technology, in particular to a design and construction method and device for a high-speed rail-air terminal co-construction structure based on BIM, which comprises a co-construction structure vibration isolation system design, a vibration isolation layer of the vibration isolation system comprising a spring support; initial structure calculation model building, static force analysis and column bottom counterforce solution; spring support vertical stiffness and horizontal stiffness determination; train excitation analysis and working condition combination design; train vibration response analysis and evaluation; BIM forward collaborative design; BIM construction stage simulation. The application realizes integrated cooperation and control of all specialties such as buildings, structures, electromechanical devices and high-speed rails, avoids the process of three-dimensional model conversion by interior decoration units and construction units according to two-dimensional drawings in traditional design, and improves the overall design and construction efficiency.

Description

Technical Field

[0001] This invention relates to the field of BIM technology, and in particular to a design and construction method and apparatus for a BIM-based high-speed rail-airport co-construction structure. Background Technology

[0002] Currently, most newly built airport terminals in China adopt complex, three-dimensional transportation systems. Underneath the airport transportation hub, different rail transit networks, such as high-speed rail and subways, are intersected. In addition, a dense network of equipment and pipelines also needs to crisscross within this network. This multi-system, overlapping layout maximizes the utilization potential of underground space and achieves high efficiency in passage and transfer within the three-dimensional transportation system. However, it also presents severe challenges to engineering design: on the one hand, the vibrations generated by high-speed trains can affect the dynamic response of the terminal building's floors, thus impacting passenger comfort; on the other hand, due to the overlapping layout of the terminal building, high-speed rail tunnels, equipment pipelines, and other systems, collisions and interference problems exist among these systems within the limited underground space.

[0003] Traditional airport integrated transportation hub designs, such as terminal buildings, completely separate the high-speed rail design and the upper terminal structure design into independent design projects. Vibration isolation bearings are placed directly on the high-speed rail roof slab, which is a thick plate structure. After each design project completes preliminary design and a certain level of construction drawings, the design deliverables are then submitted to the construction unit. The construction unit then coordinates with the design units to resolve collisions and conflicts between the high-speed rail, integrated equipment corridors, and the upper terminal structure. This design method inevitably has the following problems:

[0004] (1) The conversion part is located on the top slab of the high-speed railway tunnel. The column bottom reaction force of the upper terminal building structure is large, which affects the structural safety of the top slab of the high-speed railway tunnel and the cost is high. When the high-speed railway is deeply buried, there are maintenance problems with the vibration isolation bearing.

[0005] (2) The design cycle is long. The high-speed rail, equipment pipeline system and terminal building design are repeatedly coordinated and consulted, resulting in repeated revisions of the drawings. This not only leads to low design efficiency, but also makes the design cycle uncontrollable.

[0006] (3) The lack of coordination among various systems and professions, and the reliance on two-dimensional drawings, not only leads to the need to improve the overall utilization rate of underground space and the uncontrollable construction and development costs, but also easily causes problems such as pipeline collisions and insufficient net height.

[0007] (4) No independent equipment utility tunnel was set up, the pipeline layout was messy, and the maintenance was difficult. In addition, the vibration of high-speed trains not only affected the comfort of the upper terminal structure, but also affected the normal use of equipment pipelines.

[0008] (5) Relying solely on the vibration isolation bearings of the bridge and tunnel roof slab for vibration reduction and isolation has limited effect.

[0009] (6) The retaining walls around the vibration isolation layer are mostly integral cast-in-place structures. The horizontal deformation of the vibration isolation bearings can easily lead to cracks, leakage and other defects in the retaining walls, which will damage the sealing integrity and structural durability of the vibration isolation layer, and thus affect the long-term stable operation of the vibration isolation system and the normal use of the building structure. At the same time, the integral cast-in-place structure will also constrain the horizontal deformation of the vibration isolation bearings, thus affecting the vibration reduction effect.

[0010] (7) The parameters of the vibration isolation bearings in the existing technology mostly rely on the designer’s experience to select. They do not combine the input conditions of the specific project (train speed and acceleration, superstructure layout) to form a reasonable and feasible vibration isolation system design process. This can easily lead to problems such as poor vibration isolation effect due to parameter mismatch. In fact, the unreasonable setting of the vibration isolation bearings may lead to excessive vertical deformation difference between different column supports, thereby causing structural safety problems. Summary of the Invention

[0011] The purpose of this invention is to provide a design and construction method and apparatus for a high-speed rail-airport co-construction structure based on BIM, addressing the problems existing in the prior art.

[0012] To achieve the above objectives, the technical solution adopted by the present invention is as follows: In a first aspect, the present invention provides a design and construction method for a high-speed rail-airport co-construction structure based on BIM, comprising the following steps: S10, design of the vibration isolation system of the co-construction structure, wherein the vibration isolation layer of the vibration isolation system includes spring supports; S11, initial structural calculation model construction, static analysis and column base reaction force solution; S12, determination of vertical and horizontal stiffness of spring supports; S13, train excitation analysis and working condition combination design; S14, train vibration response analysis and evaluation; S15, BIM forward collaborative design; S16, BIM construction stage simulation.

[0013] The design and construction method for a high-speed rail-airport co-construction structure based on BIM, as described in this invention, improves the coordination efficiency between various systems such as the high-speed rail system, vibration isolation system, and superstructure terminal building system by leveraging BIM technology and digital collaborative design methods, thereby reducing design cycle extensions caused by rework. Based on BIM-based forward collaborative design, an integrated 3D model of architecture, structure, MEP, and high-speed rail disciplines is built. Using a unified standard collaborative platform, the resulting 3D BIM model allows for rapid extraction of engineering quantity information, enabling designers to obtain this information in real time. This allows for precise control of construction costs during the design optimization phase, enabling designers to identify budget overruns during the design process and promptly adjust and optimize the design scheme to achieve budget-controlled design. The 3D BIM... As a design deliverable, the digital model can directly support the next stage of interior design and construction organization design. It not only completely eliminates problems such as complex pipeline collisions and insufficient clearance during the design phase, reducing rework rates, but also avoids the process of interior design and construction units creating 3D models based on 2D drawings, further shortening the overall project duration. On the other hand, the delivery of the 3D BIM digital model helps to further establish a data system and health management archive for the building structure, thereby realizing the full life cycle management of the building structure; it also establishes a reasonable and feasible design and evaluation method for vibration isolation systems, improving design efficiency and reliability, enhancing the comfort of terminal building use, and reducing secondary radiated noise caused by vehicle vibration.

[0014] As a preferred technical solution of the present invention, in S10, the vibration isolation system includes a transfer layer, a vibration isolation layer, a comprehensive equipment layer, and a floating floor layer connected sequentially from bottom to top. The vibration isolation system is located between the high-speed railway tunnel and the terminal building structure. The transfer layer includes transfer columns and transfer beams. The transfer columns are formed by structural columns on the outer wall and inner wall of the high-speed railway tunnel extending through the top slab of the high-speed railway tunnel into the transfer layer. The transfer beams connect the tops of the transfer columns. The vibration isolation layer includes a vibration isolation bearing assembly, an upper pier foundation, and a retaining sidewall. The vibration isolation bearing assembly is located on the transfer beam. Between the upper pier foundation and the retaining sidewall, the earth-retaining sidewall is connected to both sides of the transfer beam. The vibration isolation bearing assembly includes several spring bearings. The integrated equipment floor includes a bottom cast-in-place beam slab, a ground ridge wall, and a first-floor secondary structure top slab. The bottom cast-in-place beam slab connects the upper pier foundation and the retaining sidewall. A horizontal expansion joint is provided between the bottom cast-in-place beam slab and the retaining sidewall and sealed by a waterstop. The first-floor secondary structure top slab connects to the floating floor slab. The ground ridge wall connects between the bottom cast-in-place beam slab and the first-floor secondary structure top slab. The terminal building structural columns coincide with the central axis of the upper pier foundation.

[0015] This structural design avoids placing the terminal building columns on the high-speed rail roof, which would compromise the structural safety of the high-speed rail tunnel. This not only improves the overall integrity but also makes the vertical force transmission of the structure more direct, resulting in a more rational structural system and reducing material and construction costs. The integrated equipment layer above the vibration isolation layer addresses the adverse effects of high-speed train vibrations on equipment pipelines and facilitates the maintenance of pipelines within the utility tunnel. This enhances the compactness of the pipeline system, thereby reducing pipeline collisions and improving the utilization of vertical space. Furthermore, the secondary structures such as the ground-supported walls within the integrated equipment layer further help reduce the adverse effects of high-speed train vibrations on the comfort of the upper terminal building structure.

[0016] As a further preferred technical solution of the present invention, the floating floor layer includes, from bottom to top, a first leveling layer, a rubber pad, a first waterproof membrane, a secondary structural floor slab, a second waterproof membrane, a filling layer, a second leveling layer, a waterproof coating, an adhesive layer, and a floor tile surface layer.

[0017] This structural design, through the vibration and sound insulation effect of rubber pads and the floating floor layer composed of secondary structural floor slabs, further reduces the impact of train-induced vibration response on the comfort of the terminal building.

[0018] As a preferred technical solution of the present invention, in the initial structural calculation model of S11, the constraint condition of the column base is hinged.

[0019] As a preferred technical solution of the present invention, S12 includes the following steps: S121, determining the lower limit control value Δ of the vertical displacement of the spring support. min Determine the maximum number of spring supports under a single column pier based on the column pier size constraints. n a The maximum vertical stiffness of a single spring support is determined based on the selected spring support product library. k az The upper limit of the total vertical stiffness of the vibration isolation layer was calculated. K az = n c × n a × k az ,in n c Given the number of column piers, read the vertical reaction force at the column base within the vibration isolation system's range. N i The load combination used for the column base reaction is 1.0 dead load + 0.5 live load, thereby determining the lower limit control value Δ of the vertical displacement of the spring support. min = N / K az ,in NThe sum of the column base reactions ∑ for setting spring-supported column piers N i S122. Determine the upper limit control value Δ of the vertical displacement of the spring support. max The lower limit value is controlled according to the vertical vibration frequency of the vibration isolation system. f min and the relationship between frequency and deformation The upper limit control value Δ of the vertical displacement of the spring support is obtained. max S123. Determine the initial vertical displacement of the spring support. d 0= S124. Based on the column base reaction force and the assumed vertical deformation d S125. Based on the spring support arrangement, determine the vertical and horizontal stiffness of each column base vibration isolation support assembly, modify the column base spring support constraint parameters of the calculation model, and perform overall model analysis and calculation; S126. Read the lowest-order vertical vibration frequency in the overall model. f 1, and according to the formula The vertical displacement of the new vibration isolation system was calculated. d 1; S127, Vertical displacement using a new vibration isolation system d 1. Obtain the new lowest-order vertical vibration frequency according to S124~S126. f 2. For example, the vertical vibration frequency calculated twice. f 1 and f The difference between the two is less than or equal to 0.1 Hz, and f 2> f min If the spring support arrangement is not met, then the arrangement of the spring supports used in this case will be adopted as the arrangement scheme for the vibration isolation support components. Otherwise, repeat S124~S126 until the requirements are met. S128: Determine the foundation size of the pier and the horizontal and vertical stiffness of the spring supports at the bottom of each column based on the number of spring supports at each column pier and the vertical vibration frequency of the vibration isolation system. S129: Modify the constraint parameters of the spring supports at the bottom of the column in the calculation model based on the horizontal and vertical stiffness of the spring supports, and perform seismic analysis calculations on the overall model.

[0020] As a further preferred technical solution of the present invention, S124 includes the following steps: S1241, obtaining the vertical reaction force at the bottom of the column in the vibration-sensitive area. N i S1242, according to N i and assumed vertical deformation d 0. Calculate the required vertical stiffness of the spring support. K i = N i ÷ d 0, and read the maximum value among them.K max S1243. Determine the maximum number of spring supports based on maintenance and construction requirements. n max S1244, according to K max and n max Determine the reference value of the vertical stiffness of a single spring support. k z0 and select with k z0 The closest spring support model has a vertical stiffness of k z Calculate the number of parallel spring supports required for each column base. n i =int( K i ÷ k z ).

[0021] As a preferred technical solution of the present invention, S13 includes the following steps: S131, collecting high-speed train track conditions, train type conditions, train speed conditions, and turnouts; S132, determining the train running speed and acceleration under different analysis conditions, and designing different combination of conditions according to train operation scheduling; S133, building and calculating the train-track-sleeper-ballast analysis model under different analysis conditions based on finite element software; S134, recording the train excitation time history at the contact position between the high-speed railway tunnel and the sleeper under different analysis conditions.

[0022] As a preferred technical solution of the present invention, S14 includes the following steps: S141, building and calculating the overall comfort finite element analysis model of the terminal building structure-vibration isolation system-high-speed railway tunnel-environmental soil based on finite element software, applying the time history of train wheel-rail excitation under various working conditions to the bottom plate of the tunnel, and performing finite element calculation analysis; S142, comfort evaluation and analysis, recording the acceleration time history curves of unfavorable locations on each floor slab of the terminal building and unfavorable locations on the integrated equipment floor under various working condition combinations, and obtaining the peak acceleration. a max The time-history curves were converted into frequency-domain curves using Fourier transform, and the maximum Z-magnitude at unfavorable locations on the floor was obtained through frequency-domain weighting. VLZ maxThe results are compared with acceleration limits and vertical Z-vibration level limits; S143, Safety evaluation and analysis: Record the peak vibration velocity at the foundation and upper floor under each working condition combination and compare it with the vibration velocity limit; S144, Secondary noise evaluation and analysis: Obtain the time history and frequency domain curves of the vertical vibration acceleration level under each working condition combination, perform weighted processing to obtain the sound pressure level inside the building, further calculate the A-weighted total sound pressure level, and compare it with the secondary radiated noise limit; S145, If the comfort evaluation, safety evaluation, and secondary noise evaluation all meet the predetermined limit requirements, proceed to S15; otherwise, adjust the initially assumed vertical deformation of the spring support. d 0, and repeat S12~S14 until the requirements of comfort evaluation, safety evaluation and secondary noise evaluation are met.

[0023] As a preferred technical solution of the present invention, S15 adopts a BIM full-discipline forward collaborative design model built based on Revit software, and S16 uses the BIM full-discipline forward collaborative design model built in S15 to simulate the construction stage.

[0024] This approach systematically proposes a BIM collaborative design and construction method for vibration isolation systems in high-speed rail-airport co-construction structures. It integrates the entire design and construction process, including vibration isolation system design, comfort evaluation, structural seismic design, BIM collaborative design, and BIM construction phase simulation. This method not only meets the safety and comfort requirements of the structure but also enables integrated collaboration and control among all disciplines, including architecture, structure, electromechanical systems, and high-speed rail, thereby improving overall design and construction efficiency.

[0025] Secondly, the present invention also provides a design and construction apparatus for a BIM-based high-speed rail-airport co-construction structure, including at least one processor and a memory communicatively connected to the at least one processor; the memory stores instructions executable by the at least one processor, which are executed by the at least one processor to enable the at least one processor to perform the design and construction method for the BIM-based high-speed rail-airport co-construction structure as described in any of the above.

[0026] In summary, due to the adoption of the above technical solution, the beneficial effects of the present invention are: The design and construction method for a BIM-based high-speed rail-airport co-construction structure described in this invention improves the coordination efficiency between various systems, including the high-speed rail system, vibration isolation system, and superstructure terminal building system, by leveraging BIM technology and digital collaborative design methods, thereby reducing design cycle extensions caused by rework. Based on BIM forward collaborative design, an integrated 3D model of architecture, structure, MEP, and high-speed rail disciplines is built using a unified standard collaborative platform. The resulting 3D BIM model allows for rapid extraction of engineering quantity information, enabling designers to obtain this information in real time. This allows for precise control of construction costs during the design optimization phase, allowing designers to identify budget overruns during the design process and promptly adjust and optimize the design scheme to achieve budget-controlled design. The 3D BIM data... As a design deliverable, the digital model can directly support the next stage of interior design and construction organization design. It not only completely eliminates problems such as complex pipeline collisions and insufficient headroom during the design phase, reducing rework rates, but also avoids the process of interior design and construction units creating 3D models based on 2D drawings, further shortening the overall project duration. On the other hand, the delivery of the 3D BIM digital model helps to further establish a data system and health management archive for the building structure, thereby realizing the full life cycle management of the building structure. It also establishes a reasonable and feasible design and evaluation method for vibration isolation systems, improving design efficiency and reliability, enhancing the comfort of terminal building use, and reducing secondary radiation noise caused by vehicle vibration. Attached Figure Description

[0027] Figure 1 A flowchart illustrating the design and construction methodology for a BIM-based high-speed rail-airport co-construction structure; Figure 2 A schematic diagram of a joint structural vibration isolation system for a high-speed rail station and an airport terminal. Figure 3 This is a schematic diagram of the horizontal expansion joint at the top of the retaining wall; Figure 4 A schematic diagram of the cross-section of a floating floor slab; Figure 5 This is a schematic diagram of the specific process of step S12; Figure 6 This is a flowchart illustrating the specific process of step S124; Figure 7 This is a schematic diagram of the specific process for step S13; Figure 8 Here is a detailed flowchart of step S14; Figure 9 This is a schematic diagram of the relationship between the terminal building and the high-speed rail line, and the vibration-sensitive area, as shown in Example 1. Figure 10 This is a schematic diagram of the vibration isolation support arrangement in Example 1; Figure 11This is a schematic diagram of the wheel-rail excitation time history for the train passing through the station at a constant speed in Example 1; Figure 12 This is a schematic diagram of the wheel-rail excitation time history for the train starting and leaving the station in Example 1; Figure 13 This is a schematic diagram of the wheel-rail excitation time history for the train braking and entering the station in Example 1; Figure 14 This is a schematic diagram comparing the maximum acceleration power spectrum of layer L1 with and without a vibration isolation system under the following working conditions in Example 1. Figure 15 This is a schematic diagram of the high-speed railway tunnel structure construction model for Example 1; Figure 16 This is a schematic diagram of the construction model of the vibration isolation system transfer column and tie beam in Example 1; Figure 17 This is a schematic diagram of the construction model of the top slab and transfer beam of the vibration isolation system in Example 1; Figure 18 This is a schematic diagram of the construction of the limiting platform and the installation of the spring support model for the vibration isolation support assembly in Example 1. Figure 19 This is a schematic diagram of the construction model of the cast-in-place beams and slabs at the bottom of the integrated equipment layer and the upper pier foundation in Example 1; Figure 20 This is a schematic diagram of the construction model of the ground ridge wall for the integrated equipment layer in Example 1; Figure 21 This is a schematic diagram of the construction model of the first-floor secondary structure top slab + floating floor slab layer in Example 1.

[0028] Marked in the image: 1-Structural columns on the exterior wall; 2-Top plate; 3-Base plate; 4-Structural columns on the interior walls; 5-Conversion column; 6-Pulley; 7-Transfer beam; 8-Vibration isolation bearing assembly; 9- Upper pier foundation; 10 - Retaining sidewall; 11-Horizontal expansion joint; 12-story cast-in-place beams and slabs; 13-Ground ridge wall; 14 - First floor secondary structure top slab; 15-Floating floor slab; 16 - Terminal building structural columns; 111-Waterstop; 1501 - First leveling layer; 1502 - Rubber Pad; 1503 - First Waterproof Membrane; 1504 - Secondary structural floor slab; 1505 - Second waterproof membrane; 1506 - Filler layer; 1507 - Second leveling layer; 1508 - Waterproof Coating; 1509 - Adhesive layer; 1510 - Floor tile surface layer. Detailed Implementation

[0029] The present invention will be further described in detail below with reference to experimental examples and specific embodiments. However, this should not be construed as limiting the scope of the above-mentioned subject matter of the present invention to the following embodiments; all technologies implemented based on the content of the present invention fall within the scope of the present invention.

[0030] Unless otherwise specified, the use of terms such as "upper," "lower," "left," "right," "center," "inner," and "outer" to indicate orientation or positional relationships in the description of specific embodiments of the present invention is based on the orientation or positional relationships shown in the accompanying drawings, or the orientation or positional relationship in which the product / equipment / device is typically placed during use. These terms are merely for the purpose of facilitating the description of the present invention or simplifying the description in specific embodiments, enabling those skilled in the art to quickly understand the solution, and do not indicate or imply that a particular device / component / element must have a specific orientation, or be constructed and operated in a specific positional relationship. Therefore, they should not be construed as limitations on the present invention.

[0031] Furthermore, the use of terms such as "horizontal," "vertical," "suspended," and "parallel" does not imply that the corresponding device / component / element must be absolutely horizontal, vertical, suspended, or parallel, but rather that it can be slightly tilted or have a deviation. For example, "horizontal" merely means that its direction is more horizontal relative to "vertical," not that the structure must be completely horizontal, but that it can be slightly tilted. Alternatively, it can be simplified to mean that the corresponding device / component / element, when set in a "horizontal," "vertical," "suspended," or "parallel" direction, can have an error / deviation of ±10% relative to the corresponding direction, more preferably within ±8%, more preferably within ±6%, more preferably within ±5%, and more preferably within ±4%. As long as the corresponding device / component / element is within the error / deviation range, it can still achieve its function in the present invention.

[0032] Furthermore, the use of terms such as "first," "second," and "third" in terminology is merely for distinguishing descriptions of identical or similar components and should not be interpreted as emphasizing or implying the relative importance of a particular component.

[0033] Furthermore, in the description of the embodiments of the present invention, "several", "more than", and "a number of" represent at least two. The number can be any number, such as 2, 3, 4, 5, 6, 7, 8, or 9, and can even exceed nine.

[0034] Furthermore, in the description of the technical solution of this invention, unless otherwise explicitly specified / limited / restricted, the terms "set up," "install," "connect," "link," "provided with," "laid out," and "arranged" should be interpreted broadly. For example, they can refer to fixed connections, detachable connections, or integral connections; they can refer to common connection methods in the art, such as welding, riveting, bolting, and threaded connections. Such connections can be mechanical, electrical, or communication connections; they can be direct connections or indirect connections through an intermediate medium; and they can refer to the internal communication between two components.

[0035] Example 1 Please see Figure 9 The diagram illustrates the relationship between the terminal building and the high-speed rail line, as well as the plan of vibration-sensitive areas. The terminal building structure is represented by a radiating five-pointed star pattern. Figure 9 The dense points in the pentagonal radial structure are the terminal building structural columns 16. The area where the high-speed rail line and the terminal building structural columns 16 overlap in the plane is the vibration sensitive area.

[0036] like Figure 1 As shown, the design and construction method of a BIM-based high-speed rail-airport terminal co-construction structure according to the present invention includes the following steps: S10. Design of the joint structure vibration isolation system, the vibration isolation layer of the vibration isolation system includes vibration isolation support assembly 8, and the vibration isolation support assembly 8 includes several spring supports; S11. Initial structural calculation model construction, static analysis and column base reaction force solution; S12. Determination of vertical and horizontal stiffness of spring support; S13. Train excitation analysis and operating condition combination design; S14. Analysis and evaluation of train vibration response; S15, BIM-based forward collaborative design; S16, BIM construction phase simulation.

[0037] like Figure 2As shown in the diagram, this embodiment of the high-speed rail-airport co-construction structure is an elevation view. The high-speed rail tunnel, vibration isolation system, and upper terminal structure are connected sequentially from bottom to top, i.e., the vibration isolation system is located between the high-speed rail tunnel and the terminal structure. The high-speed rail tunnel includes structural columns 1 on the outer wall, a top slab 2, a bottom slab 3, and structural columns 4 on the inner wall. The top slab 2, the bottom slab 3, and the structural columns 1 on the two outer walls enclose the tunnel area. Several structural columns 4 on the inner walls are provided within the tunnel area. The terminal structure, as described above, includes several terminal structure columns 16.

[0038] In some alternative implementations, such as Figure 2 As shown, the vibration isolation system in S10 includes a conversion layer, a vibration isolation layer, a comprehensive equipment layer, and a floating floor layer 15 connected sequentially from bottom to top.

[0039] In some alternative implementations, such as Figure 2 As shown, the transfer layer includes transfer columns 5, tie beams 6, and transfer beams 7. Transfer columns 5 are formed by structural columns 1 on the outer wall and 4 on the inner wall of the high-speed railway tunnel, extending through the roof slab 2 of the tunnel into the transfer layer. Transfer beams 7 are connected at the top of transfer columns 5, and the middle of transfer columns 5 is connected by tie beams 6 to improve the overall integrity of the vibration isolation system. With this structural design, transfer columns 5 are integrally formed from structural columns 1 on the outer wall and 4 on the inner wall, and connected by tie beams 6 and 7. This achieves the goals of optimizing the force transmission path, reducing construction difficulty, and improving the efficiency of vertical space utilization. Simultaneously, it avoids placing the terminal building structural columns 16 on the high-speed railway roof slab, which would affect the structural safety of the high-speed railway tunnel. This not only improves the overall integrity but also makes the vertical force transmission of the structure more direct, the structural system more rational, and reduces material and construction costs.

[0040] In some alternative implementations, such as Figure 2 As shown, the vibration isolation layer includes a vibration isolation bearing assembly 8, a lower pier foundation, an upper pier foundation 9, and a retaining sidewall 10. The vibration isolation bearing assembly 8 also includes a limiting platform, which limits the movement of the spring bearings. The lower pier foundation is cast-in-place and connected to the transfer beam 7. The vibration isolation bearing assembly 8 is located between the lower pier foundation and the upper pier foundation 9, with their central axes coinciding. The retaining sidewall 10 is connected to both sides of the transfer beam 7. The spring bearings are specifically spiral steel spring bearings, and the limiting platform is a cast-in-place reinforced concrete structure. Several spring bearings are connected in parallel. With this structural arrangement, the vibration isolation layer and the transfer layer are organically combined into one unit through the transfer beam 7, forming a transfer layer that also serves as a vibration isolation layer.

[0041] In some alternative implementations, such as Figure 2As shown, the integrated equipment floor includes a bottom cast-in-place beam slab 12, a ground ridge wall 13, and a first-floor secondary structure roof slab 14; the bottom cast-in-place beam slab 12 connects to the upper pier foundation 9 and the retaining sidewall 10, the first-floor secondary structure roof slab 14 connects to the floating floor slab 15, and the ground ridge wall 13 connects the bottom cast-in-place beam slab 12 and the first-floor secondary structure roof slab 14; the ground ridge wall 13 is constructed using masonry blocks. Figure 2 and Figure 3 As shown, a horizontal expansion joint 11 is provided between the bottom cast-in-place beam slab 12 and the retaining sidewall 10, and is sealed by a waterstop 111, which can be a steel plate waterstop. The central axis of the terminal building structural column 16 coincides with that of the upper pier foundation 9. With this structural arrangement, the horizontal expansion joint 11 eliminates the adverse effects of the horizontal deformation of the spring support on the retaining sidewall 10, and also solves the limitation effect of the retaining sidewall 10 on the horizontal deformation of the spring support, thereby improving the overall vibration reduction and isolation capacity of the structure. Setting the integrated equipment floor above the vibration isolation layer not only effectively reduces the vibration impact of the pipelines in the integrated equipment floor, but the vibration isolation support assembly 8 of the vibration isolation layer and the top slab structure of the integrated equipment floor (first-floor secondary structure top slab 14 + floating floor slab 15) also help reduce the train-induced vibration response of the upper terminal building structure, providing multiple guarantees for improving the comfort of the terminal building.

[0042] In some alternative implementations, such as Figure 2 and Figure 4 As shown, the floating floor slab 15 includes, from bottom to top, a first leveling layer 1501, a rubber pad 1502, a first waterproof membrane 1503, a secondary structural floor slab 1504, a second waterproof membrane 1505, a filling layer 1506, a second leveling layer 1507, a waterproof coating 1508, an adhesive layer 1509, and a floor tile surface layer 1510. The floating floor slab 15 is constructed on top of the first-floor secondary structural roof slab 14. The first leveling layer 1501 can be a cement mortar leveling layer, and the rubber pad 1502 can be a vibration and sound insulation pad. The first waterproof membrane... Material 1503 can be a self-adhesive polymer-modified bitumen waterproof membrane; secondary structural floor slab 1504 can be a cast-in-place reinforced concrete floor slab; second waterproof membrane 1505 can be a self-adhesive polymer-modified bitumen waterproof membrane; filling layer 1506 can be a foamed concrete filling layer; second leveling layer 1507 can be a fine stone concrete leveling layer; waterproof coating 1508 can be a JS polymer cement waterproof coating; adhesive layer 1509 can be a cement mortar adhesive layer with dry cement sprinkled on top; and floor tile surface layer 1510 can be an anti-slip floor tile surface layer.

[0043] In some alternative implementations, the initial structural calculation model of S11 has a hinged constraint at the column base.

[0044] In some alternative implementations, such as Figure 5 As shown, S12 includes the following steps: S121. Determine the lower limit control value Δ of the vertical displacement of the spring support. min The maximum number of spring supports under a single column pier is determined based on constraints such as the column pier size. n a The maximum vertical stiffness of a single spring support is determined based on the selected spring support product library. k az The upper limit of the total vertical stiffness of the vibration isolation layer was calculated. K az = n c × n a × k az ,in n c Given the number of column piers, read the vertical reaction force at the column base within the vibration isolation system's range. N i The load combination used for the column base reaction is 1.0 dead load + 0.5 live load, thereby determining the lower limit control value Δ of the vertical displacement of the spring support. min = N / K az ,in N The sum of the column base reactions ∑ for setting spring-supported column piers N i In this embodiment, the total reaction force at the bottom of the column is ∑ N i =194502.5kN, the maximum vertical stiffness of a single selectable spring support. k az The maximum number of spring supports in parallel is 200 kN / mm, determined based on maintenance and functional limit conditions. n a There are 6, which is the upper limit of the total vertical stiffness of the vibration isolation layer. K az = n c × n a × k az =39×6×200=46800kN / mm, the calculated Δ min =4.2mm.

[0045] S122. Determine the upper limit control value Δ of the vertical displacement of the spring support. max The lower limit value is controlled according to the vertical vibration frequency of the vibration isolation system. f min and the relationship between frequency and deformation The upper limit control value Δ of the vertical displacement of the spring support is obtained. maxIn this embodiment, f min =3Hz, obtain the upper limit control value Δ of the vertical displacement of the spring support. max =0.0276m=27.6mm.

[0046] S123. Determine the initial vertical displacement of the spring support. d 0= In this embodiment, d 0 = 15.9 mm.

[0047] S124. Based on the column base reaction force and the assumed vertical deformation d 0. Arrange the spring supports.

[0048] S125. Based on the arrangement of the spring supports, determine the vertical and horizontal stiffness of each column base vibration isolation support assembly 8, modify the column base spring support constraint parameters of the calculation model, and perform overall model analysis and calculation.

[0049] S126. Read the lowest-order vertical vibration frequency in the overall model. f 1, and according to the formula The vertical displacement of the new vibration isolation system was calculated. d 1.

[0050] S127, Vertical displacement using a new vibration isolation system d 1. Obtain the new lowest-order vertical vibration frequency according to S124~S126. f 2. For example, the vertical vibration frequency calculated twice. f 1 and f The difference between the two is less than or equal to 0.1 Hz, and f 2> f min If the frequency is 3Hz, then the spring support arrangement used in this case will be adopted as the arrangement scheme for vibration isolation support assembly 8. Otherwise, repeat S124~S126 until the requirements are met.

[0051] S128. Based on the number of spring supports for each column pier and the vertical vibration frequency of the vibration isolation system, determine the dimensions of the pier foundation and the horizontal and vertical stiffness of the spring supports at the bottom of each column.

[0052] S129. Based on the horizontal and vertical stiffness of the spring supports, modify the constraint parameters of the column base spring supports in the calculation model, and perform seismic analysis calculations on the overall model.

[0053] In some alternative implementations, such as Figure 6 As shown, S124 includes the following steps: S1241. Obtain the vertical reaction force at the bottom of the column within the vibration-sensitive zone. N iThe load combination used for the column base reaction force is 1.0 dead load + 0.5 live load; in this embodiment, taking column 1 as an example, its column base reaction force is 9452.9kN.

[0054] S1242, according to N i and assumed vertical deformation d 0. Calculate the required vertical stiffness of the spring support. K i = N i ÷ d 0, and read the maximum value among them. K max In this embodiment, the initial iteration step... K max =12357.05 / 15.9=777kN / mm.

[0055] S1243. Determine the maximum number of spring supports based on maintenance and construction requirements. n max In this embodiment, n max =6.

[0056] S1244, according to K max and n max Determine the reference value of the vertical stiffness of a single spring support. k z0 and select with k z0 The closest spring support model has a vertical stiffness of k z Calculate the number of parallel spring supports required for each column base. n i =int( K i ÷ k z In this embodiment, k z0 =777 / 6=129.5kN / mm. In the initial iteration, the vertical stiffness of the selected spring support is 125kN / mm. Therefore, taking column 1 as an example, the number of selected spring supports is... n 1 = int( K i / k z =int(9452.9 / 15.9 / 125)=int(4.75), In this embodiment, the spring supports at the bottom of the column are arranged in pairs. Therefore, in the initial iteration, the number of spring supports under column 1 is taken as 4, and the vertical stiffness of the spring supports is 125. 4 = 600 kN / mm.

[0057] In this embodiment, following steps S121~S129, after several iterations, the vibration isolation support assembly 8 is arranged as follows: Figure 10 As shown in the table below, the horizontal and vertical stiffness of each numbered spring support and the dimensions of the column pier are as follows: Table 1. Horizontal and vertical stiffness and column pier dimensions of spring supports with various numbers

[0058] In some alternative implementations, such as Figure 7 As shown, S13 includes the following steps: S131. Collect data on high-speed train track conditions, train type conditions, train speed conditions, and turnouts.

[0059] In this embodiment, the track conditions for the high-speed train are as follows: the rails are 100m long, ∪71MnG, 60N new rails, and the entire line uses seamless track across sections; the main line uses CRTS double-block ballastless track; WJ-8B fasteners are used; and the track does not use vibration damping pads or floating slabs.

[0060] In this embodiment, the high-speed train type is: CRH3 type, 8-car formation.

[0061] In this embodiment, the high-speed train speed conditions are as follows: the maximum speed of the high-speed train when passing is 300 km / h; the train starts to leave the station with an acceleration of 0.8 m / s². 2 The train decelerates and comes to a stop upon entering the station, with a braking acceleration of 0.9~1.0 m / s². 2 .

[0062] In this embodiment, the turnout conditions are as follows: based on a 50% stopping rate, the number of train pairs handled by the station in the near and long term are 97 pairs / day and 116 pairs / day, respectively, with trains passing through the station at a speed of 300km / h in the straight direction and exiting or entering the station laterally.

[0063] S132. Determine the train running speed and acceleration under different analysis conditions, and design different combinations of operating conditions based on possible train operation scheduling.

[0064] In this embodiment, there are three basic operating conditions: Operating condition ①: The CRH3 train passes through the station at a speed of 300 km / h.

[0065] Operating Condition ②: The CRH3 train starts and departs from the station, with a starting acceleration of 0.8 m / s². 2 .

[0066] Operating Condition ③: The CRH3 train decelerates and comes to a stop upon entering the station, with a braking acceleration of 1.0 m / s². 2 .

[0067] In this embodiment, based on the possible train operation scheduling, there are three possible combinations of operating conditions: Operating Condition Combination 1: Operating Condition ① only, a high-speed train passing through the station at a speed of 300km / h in a straight line.

[0068] Operating condition combination two: Operating condition ① + Operating condition ②, a high-speed train passes through the station at 300km / h in the straight direction, while a high-speed train starts to leave the station from the side.

[0069] Operating condition combination three: Operating condition ① + Operating condition ③, a high-speed train passes through the station at 300km / h in the straight direction, while a high-speed train brakes and enters the station from the side.

[0070] S133. Based on finite element software, build and calculate the train-track-sleeper-ballast bed analysis model under different analysis conditions.

[0071] S134. Record the train excitation time history at the contact position between the high-speed railway tunnel and the sleeper under different analysis conditions.

[0072] In this embodiment, from the 250 force transmission nodes of the train passing through the station at a constant speed in working condition ①, six typical nodes (denoted as A1~A6) are selected sequentially from the train's entry position to its exit position on the high-speed railway tunnel floor. The wheel-rail excitation time history curves of the six nodes are as follows: Figure 11 As shown.

[0073] In this embodiment, from the 250 force transmission nodes in the train start-up and departure condition of working condition ②, six typical nodes (denoted as B1~B6) are selected sequentially from the train start position to the train departure position on the high-speed railway tunnel floor. The wheel-rail excitation time history curves of the six nodes are as follows: Figure 12 As shown.

[0074] In this embodiment, from the 250 force transmission nodes of the train braking and entering the station condition in working condition ③, six typical nodes (denoted as C1~C6) are selected sequentially from the train entering the station position to the train stopping position on the high-speed railway tunnel floor. The wheel-rail excitation time history curves of the six nodes are as follows: Figure 13 As shown.

[0075] In some alternative implementations, such as Figure 8 As shown, S14 includes the following steps: S141. Based on finite element software, build and calculate the overall comfort finite element analysis model of the terminal building structure, vibration isolation system, high-speed railway tunnel and environmental soil. Apply the time history of train wheel-rail excitation under various working conditions to the bottom plate 3 of the tunnel and perform finite element calculation analysis.

[0076] In this embodiment, the maximum acceleration power spectrum of L1 layer with and without a vibration isolation system is compared under different operating conditions. Figure 14 As shown in the figure. The results indicate that when a vibration isolation system is used, the vertical acceleration response of each floor is much smaller than that without a vibration isolation system, and the comfort level of each floor is significantly improved.

[0077] S142. Comfort evaluation and analysis: Record the acceleration time history curves of unfavorable locations on each floor of the terminal building and unfavorable locations on the integrated equipment floor under various working condition combinations, and obtain the peak acceleration. a max The time-history curves were converted into frequency-domain curves using Fourier transform, and the maximum Z-magnitude at unfavorable locations on the floor was obtained through frequency-domain weighting. VLZ max And compare it with the acceleration limit and the vertical Z-vibration level limit.

[0078] In this embodiment, taking layer L1 as an example, the peak maximum acceleration response (mm / s) with and without a vibration isolation system under three different operating conditions is compared. 2 The comparison is shown in the table below: Table 2. Peak acceleration response for three different operating conditions

[0079] After adopting the vibration isolation system, the maximum peak vertical acceleration of the L1 layer is 23.75 mm / s². 2 Less than the limit of 50 mm / s in this area 2 It meets the requirements of the specifications.

[0080] In this embodiment, taking the L1 layer as an example, the comparison of the maximum Z-vibration level (dB) with and without a vibration isolation system under the three operating conditions is shown in the table below: Table 3. Maximum Z-level vibration for three different operating conditions

[0081] After adopting the vibration isolation system, the maximum vertical Z-vibration level of the L1 layer is 68.42dB, which is less than the limit of 70dB for this area and meets the requirements of the specification.

[0082] S143. Safety evaluation and analysis: Record the peak value of the maximum vibration velocity at the foundation and upper floor under each working condition combination, and compare it with the vibration velocity limit.

[0083] In this embodiment, taking the L1 layer as an example, the peak value of the maximum vibration velocity (mm / s) under the three working conditions with and without a vibration isolation system is compared in the following table: Table 4. Peak values ​​of maximum vibration velocity under three different operating conditions

[0084] All of them meet the limits specified in GB50868-2013, the "Permissible Vibration Standard for Building Engineering", which stipulates that the peak vibration velocity at the foundation of the building is less than 5 mm / s and the peak vibration velocity at the upper floor is less than 10 mm / s, thus meeting the requirements for structural vibration safety.

[0085] S144. Secondary noise evaluation and analysis: Obtain the time history and frequency domain curves of vertical vibration acceleration level under various working conditions, perform weighted processing to obtain the sound pressure level inside the building, further calculate the A-weighted total sound pressure level, and compare it with the secondary radiated noise limit.

[0086] In this embodiment, the calculated indoor secondary radiated noise (dB) results are shown in the table below. The result is less than the limit of 41dB, which meets the regulatory requirements. Table 5. Calculation results of secondary radiated noise

[0087] S145. If the comfort evaluation, safety evaluation, and secondary noise evaluation all meet the predetermined limit requirements, proceed to S15; otherwise, adjust the initially assumed vertical deformation of the spring support. d 0, and repeat S12~S14 until the requirements of comfort evaluation, safety evaluation and secondary noise evaluation are met.

[0088] In some optional implementations, S15 employs a BIM-based multidisciplinary forward collaborative design model built using Revit software. This model includes all main structural components and vibration isolation components, building components such as walls, surfaces, and decorative layers, electromechanical equipment components such as water and electricity pipelines, ventilation and smoke extraction ducts, and integrated equipment supports, as well as high-speed rail components such as high-speed rail tunnels. This achieves integrated collaboration and control across all disciplines, including architecture, structure, equipment, and high-speed rail.

[0089] In some optional implementations, S16 uses the BIM full-discipline forward collaborative design model built in S15 to simulate the construction phase. It includes 10 typical construction phases: 1. Construction of high-speed railway foundation pit support piles and internal bracing; 2. ... Figure 15 As shown, the construction of the high-speed railway tunnel structure; 3. As Figure 16 As shown, the construction of the vibration isolation system transfer column 5 and tie beam 6 is carried out; 4. As Figure 17 As shown, construction of the top slab and transfer beam 7 of the vibration isolation system transfer layer; 5. As Figure 18 As shown, the construction of the limiting platform and the installation of the spring support of the vibration isolation bearing assembly 8; 6. As shown Figure 19 As shown, the construction of the cast-in-place beam slab 12 at the bottom of the integrated equipment floor and the upper pier foundation 9; 7. As Figure 20 As shown, the construction of the foundation wall 13 of the integrated equipment layer; 8. As Figure 21 As shown, the construction includes: 14th floor secondary structure roof slab + 15th floating floor slab; 9. Construction of the upper concrete structure of the terminal building; 10. Detailed processing and installation of the steel structure of the terminal building roof. The use of a BIM multi-disciplinary forward collaborative design model for construction phase simulation avoids the traditional process of interior design and construction units creating 3D models from 2D drawings, thus improving overall design and construction efficiency.

[0090] The design and construction method of the high-speed rail-airport terminal co-construction structure vibration isolation system described in this embodiment improves construction efficiency, optimizes structural force transmission paths, enhances structural integrity, reduces train-induced vibration response of equipment pipelines in the integrated equipment layer, improves the overall comfort of the upper terminal structure, increases the utilization rate of underground vertical space, and eliminates the adverse effects of side walls on the horizontal deformation of vibration isolation supports and vibration reduction effect. The BIM collaborative design and construction method for the high-speed rail-airport terminal co-construction structure vibration isolation system integrates the entire design process, including vibration isolation layer spring support design, BIM collaborative platform construction, collision detection based on the BIM collaborative platform, comfort calculation and evaluation, and digital design deliverables, as well as the construction process, including BIM construction stage simulation. The results generated by this design and construction method not only meet the structural safety and comfort indicators, achieving integrated collaboration and control among all disciplines such as architecture, structure, electromechanical systems, and high-speed rail, but also enable budget-controlled design. Furthermore, it avoids the traditional process of interior design and construction units creating three-dimensional molds from two-dimensional drawings, thus improving overall design and construction efficiency.

[0091] Example 2 The present invention discloses a design and construction device for a BIM-based high-speed rail-airport co-construction structure, comprising at least one processor and a memory communicatively connected to the at least one processor; the memory stores instructions executable by the at least one processor, which are executed by the at least one processor to enable the at least one processor to perform the design and construction method for the BIM-based high-speed rail-airport co-construction structure as described in Embodiment 1.

[0092] The above description is only a preferred embodiment of the present invention and is not intended to limit the present invention. Any modifications, equivalent substitutions, and improvements made within the spirit and principles of the present invention should be included within the protection scope of the present invention.

Claims

1. A design and construction method for a high-speed rail-airport terminal co-construction structure based on BIM, characterized in that, Includes the following steps: S10. Design of the joint structure vibration isolation system, the vibration isolation layer of the vibration isolation system includes spring supports; S11. Initial structural calculation model construction, static analysis and column base reaction force solution; S12. Determination of vertical and horizontal stiffness of spring support; S13. Train excitation analysis and operating condition combination design; S14. Analysis and evaluation of train vibration response; S15, BIM-based forward collaborative design; S16, BIM construction phase simulation.

2. The design and construction method for a BIM-based high-speed rail-airport co-construction structure according to claim 1, characterized in that, In S10, the vibration isolation system includes a transfer layer, a vibration isolation layer, an integrated equipment layer and a floating floor layer connected from bottom to top (15). The vibration isolation system is located between the high-speed railway tunnel and the terminal building structure. The transfer layer includes transfer columns (5) and transfer beams (7). The transfer columns (5) are formed by the structural columns (1) on the outer wall of the high-speed railway tunnel and the structural columns (4) on the inner wall, which extend through the top slab (2) of the high-speed railway tunnel into the transfer layer. The transfer beams (7) connect the top of the transfer columns (5). The vibration isolation layer includes a vibration isolation bearing assembly (8), an upper pier foundation (9), and a retaining sidewall (10). The vibration isolation bearing assembly (8) is located between the transfer beam (7) and the upper pier foundation (9). The retaining sidewall (10) is connected to both sides of the transfer beam (7). The vibration isolation bearing assembly (8) includes several spring supports. The integrated equipment layer includes a bottom cast-in-place beam slab (12), a ground ridge wall (13), and a first-floor secondary structure top slab (14). The bottom cast-in-place beam slab (12) connects to the upper pier foundation (9) and the retaining side wall (10). A horizontal expansion joint (11) is provided between the bottom cast-in-place beam slab (12) and the retaining side wall (10), and is sealed by a waterstop (111). The first-floor secondary structure top slab (14) connects to the floating floor slab layer (15). The ground ridge wall (13) connects between the bottom cast-in-place beam slab (12) and the first-floor secondary structure top slab (14). The central axis of the terminal building structural column (16) coincides with the central axis of the upper pier foundation (9).

3. The design and construction method for a BIM-based high-speed rail-airport co-construction structure according to claim 2, characterized in that, The floating floor layer (15) includes, from bottom to top, a first leveling layer (1501), a rubber pad (1502), a first waterproof membrane (1503), a secondary structural floor slab (1504), a second waterproof membrane (1505), a filling layer (1506), a second leveling layer (1507), a waterproof coating (1508), an adhesive layer (1509), and a floor tile surface layer (1510).

4. The design and construction method for a BIM-based high-speed rail-airport co-construction structure according to claim 1, characterized in that, In the initial structural calculation model of S11, the constraint condition at the bottom of the column is hinged.

5. The design and construction method for a BIM-based high-speed rail-airport co-construction structure according to claim 2, characterized in that, S12 includes the following steps: S121. Determine the lower limit control value Δ of the vertical displacement of the spring support. min Determine the maximum number of spring supports under a single column pier based on the column pier size constraints. n a The maximum vertical stiffness of a single spring support is determined based on the selected spring support product library. k az The upper limit of the total vertical stiffness of the vibration isolation layer was calculated. K az = n c × n a × k az ,in n c Given the number of column piers, read the vertical reaction force at the column base within the vibration isolation system's range. N i The load combination used for the column base reaction is 1.0 dead load + 0.5 live load, thereby determining the lower limit control value Δ of the vertical displacement of the spring support. min = N / K az ,in N The sum of the column base reactions ∑ for setting spring-supported column piers N i ; S122. Determine the upper limit control value Δ of the vertical displacement of the spring support. max The lower limit value is controlled according to the vertical vibration frequency of the vibration isolation system. f min and the relationship between frequency and deformation The upper limit control value Δ of the vertical displacement of the spring support is obtained. max ; S123. Determine the initial vertical displacement of the spring support. d 0= ; S124. Based on the column base reaction force and the assumed vertical deformation d 0. Arrange spring supports; S125. Based on the arrangement of the spring supports, determine the vertical and horizontal stiffness of each column bottom vibration isolation support assembly (8), modify the column bottom spring support constraint parameters of the calculation model, and perform overall model analysis and calculation. S126. Read the lowest-order vertical vibration frequency in the overall model. f 1, and according to the formula The vertical displacement of the new vibration isolation system was calculated. d 1; S127, Vertical displacement using a new vibration isolation system d 1. Obtain the new lowest-order vertical vibration frequency according to S124~S126. f 2. For example, the vertical vibration frequency calculated twice. f 1 and f The difference between the two is less than or equal to 0.1 Hz, and f 2> f min If the spring support arrangement is adopted as the arrangement scheme of the vibration isolation support assembly (8), then repeat S124~S126 until the requirements are met. S128. Based on the number of spring supports for each column pier and the vertical vibration frequency of the vibration isolation system, determine the dimensions of the pier foundation and the horizontal and vertical stiffness of the spring supports at the bottom of each column. S129. Based on the horizontal and vertical stiffness of the spring supports, modify the constraint parameters of the column base spring supports in the calculation model, and perform seismic analysis calculations on the overall model.

6. The design and construction method for a BIM-based high-speed rail-airport co-construction structure according to claim 5, characterized in that, S124 includes the following steps: S1241. Obtain the vertical reaction force at the bottom of the column within the vibration-sensitive zone. N i ; S1242, according to N i and assumed vertical deformation d 0. Calculate the required vertical stiffness of the spring support. K i = N i ÷ d 0, and read the maximum value among them. K max ; S1243. Determine the maximum number of spring supports based on maintenance and construction requirements. n max ; S1244, according to K max and n max Determine the reference value of the vertical stiffness of a single spring support. k z0 and select with k z0 The closest spring support model has a vertical stiffness of k z Calculate the number of parallel spring supports required for each column base. n i =int( K i ÷ k z ).

7. The design and construction method for a BIM-based high-speed rail-airport co-construction structure according to claim 1, characterized in that, S13 includes the following steps: S131. Collect data on high-speed train track conditions, train type conditions, train speed conditions, and turnouts; S132. Determine the train running speed and acceleration under different analysis conditions, and design different combinations of operating conditions according to train operation scheduling. S133. Based on finite element software, build and calculate the train-track-sleeper-ballast bed analysis model under different analysis conditions; S134. Record the train excitation time history at the contact position between the high-speed railway tunnel and the sleeper under different analysis conditions.

8. The design and construction method for a BIM-based high-speed rail-airport co-construction structure according to claim 1, characterized in that, S14 includes the following steps: S141. Based on the finite element software, build and calculate the overall comfort finite element analysis model of the terminal building structure-vibration isolation system-high-speed railway tunnel-environmental soil, apply the time history of the combined train wheel-rail excitation of each working condition to the bottom plate (3) of the tunnel, and perform finite element calculation analysis. S142. Comfort evaluation and analysis: Record the acceleration time history curves of unfavorable locations on each floor of the terminal building and unfavorable locations on the integrated equipment floor under various working condition combinations, and obtain the peak acceleration. a max The time-history curves were converted into frequency-domain curves using Fourier transform, and the maximum Z-magnitude at unfavorable locations on the floor was obtained through frequency-domain weighting. VLZ max And compare it with the acceleration limit and the vertical Z-vibration level limit; S143. Safety evaluation and analysis: Record the peak value of the maximum vibration velocity at the foundation and upper floor under each working condition combination, and compare it with the vibration velocity limit. S144. Secondary noise evaluation and analysis: Obtain the time history and frequency domain curves of vertical vibration acceleration level under various working conditions, perform weighted processing to obtain the sound pressure level inside the building, further calculate the A-weighted total sound pressure level, and compare it with the secondary radiated noise limit. S145. If the comfort evaluation, safety evaluation, and secondary noise evaluation all meet the predetermined limit requirements, proceed to S15; otherwise, adjust the initially assumed vertical deformation of the spring support. d 0, and repeat S12~S14 until the requirements of comfort evaluation, safety evaluation and secondary noise evaluation are met.

9. The design and construction method for a BIM-based high-speed rail-airport co-construction structure according to any one of claims 1-8, characterized in that, S15 uses a BIM full-discipline forward collaborative design model built on Revit software, while S16 uses the BIM full-discipline forward collaborative design model built on S15 to simulate the construction phase.

10. A design and construction device for a BIM-based high-speed rail-airport terminal co-construction structure, characterized in that, It includes at least one processor and a memory communicatively connected to at least one processor; The memory stores instructions that can be executed by at least one processor, which enables the at least one processor to perform the design and construction method of the BIM-based high-speed rail-airport co-construction structure as described in any one of claims 1-9.

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