Rail transit line design parameter optimization method and system based on equal vibration level trace

Abstract

This invention discloses a method and system for optimizing design parameters of rail transit lines based on isostatic vibration trajectories. First, the predicted Z-magnitude of the tunnel wall in the target section is calculated. Then, according to the vibration attenuation formula, discrete Z-magnitude values ​​transmitted from the tunnel wall to corresponding locations on the ground surface are obtained, forming an initial discrete Z-magnitude dataset. Furthermore, isostatic vibration trajectories of different Z-magnitude standards are generated for the ground surface. Based on the generated isostatic vibration trajectories, an optimization algorithm is used to optimize the line design parameters to obtain the optimal line design parameters. This invention solves the shortcomings of the traditional "first determine the alignment, then reduce vibration" approach, which suffers from passive vibration control and high rectification costs. It enables line design to be guided from the vibration source, significantly reducing the vibration impact on sensitive building areas along the line, while optimizing engineering costs and construction efficiency. It is applicable to vibration reduction design scenarios for various rail transit lines such as subways and light rails, and has engineering practicality and promotional value.

Description

Technical Field

[0001] This invention relates to the field of rail transit line design technology, specifically to a method and system for optimizing rail transit line design parameters based on equal vibration level trajectories. Background Technology

[0002] With the continuous densification of urban rail transit networks, environmental vibration problems caused by train operation are becoming increasingly prominent. Wheel-rail interaction is transmitted through the track structure to the tunnel structure, and then propagates to the ground surface via the soil, thereby affecting the quality of life of residents in buildings along the line, the structural safety of historical buildings, and even the normal operation of precision instruments and equipment. Therefore, accurately predicting vibration impacts and actively optimizing them during the rail transit design phase is of great significance.

[0003] Currently, there is no standardized process for obtaining dedicated spatial distribution traces and data on vehicle-induced vibrations in rail transit systems, which is crucial for vibration prediction and line optimization. However, the existing technology "Method and System for Predicting Tunnel Wall Vibration Considering Route Shape Constraints" (Authorization Announcement No. CN121279156B) discloses vibration prediction and magnitude calculation techniques based on vehicle-track coupled dynamics and an integrated vibration analysis model of the train-track-tunnel (soil) system. This provides a feasible approach for obtaining magnitude data and constructing spatial distribution fields in rail transit scenarios.

[0004] However, existing technologies still have the following shortcomings:

[0005] First, existing technologies focus primarily on tunnel wall vibration prediction, without applying their vibration analysis and magnitude calculation techniques to the forward design and optimization of rail transit line parameters. They also fail to propose a dedicated equal-magnitude trajectory concept for the spatial distribution of ground vibration, thus failing to provide direct vibration constraints for line parameter design.

[0006] Secondly, the design of existing rail transit lines mostly adopts a passive mode of "first determining the line, then assessing the vibration". That is, the line parameters are determined first, that is, the line is determined, and then the vibration is assessed through vibration prediction to see if the vibration exceeds the standard. Passive vibration reduction measures such as adding steel spring floating slab track bed are adopted, resulting in high vibration reduction costs and limited effectiveness due to the existing line position.

[0007] Third, in the vibration prediction process, most existing prediction methods can only predict the surface vibration level and fail to feed the prediction results back to the line design stage in an intuitive spatial geometric form. Designers find it difficult to determine the spatial range within which the vibration impact of a given candidate line on sensitive targets along the line falls.

[0008] Fourth, existing technologies lack a contour line tool that can intuitively express the spatial relationship between "vibration source-path-receptor", making it difficult for line designers to proactively avoid vibration-sensitive areas during the design phase. Summary of the Invention

[0009] This invention provides a method and system for optimizing design parameters of rail transit lines based on equal vibration level trajectories, in order to solve the technical problems in the prior art that the prediction results of ground vibration cannot be intuitively transformed into line design constraints and that the active avoidance of vibration impacts cannot be achieved.

[0010] According to a first aspect, one embodiment provides a method for optimizing design parameters of rail transit lines based on equal vibration level trajectories, the method comprising:

[0011] The design parameters of the urban rail transit line are obtained, and the predicted value of the Z-vibration level of the tunnel wall in the target section is calculated based on the pre-established expression for the predicted value of the tunnel wall Z-vibration level considering the route shape constraints.

[0012] Based on the calculated predicted Z-level values ​​of the tunnel wall, and according to the vibration attenuation formula, the discrete Z-level values ​​transmitted from the tunnel wall to the corresponding locations on the ground surface are obtained, forming an initial discrete Z-level dataset on the ground surface.

[0013] Based on the initial discrete Z-level dataset of the ground surface, generate the graded iso-level traces of the ground surface Z-level corresponding to different Z-level standards;

[0014] Based on the generated surface Z-level vibration graded equal vibration traces, it is determined whether the vibration of buildings along the route exceeds the standard. If it does, an optimization algorithm is used to optimize the route design parameters and obtain the optimal route design parameters.

[0015] Furthermore, the design parameters of the urban rail transit line are obtained, and the predicted Z-vibration level of the tunnel wall in the target section is calculated based on the pre-established expression for the predicted Z-vibration level of the tunnel wall considering the route shape constraints. Specifically, this includes:

[0016] The expression for the predicted Z-vibration level of the tunnel wall considering the route shape constraints is:

[0017] ;

[0018] In the formula, This is a fitted function expression for the predicted Z-level vibration of the tunnel wall as a function of the line design parameter m. To account for the correction amount caused by multiple factors, including the vibration reduction effect of the vibration reduction track bed and the superimposed increment caused by the combination of multiple line parameters, Z is the predicted value of the tunnel wall Z vibration level obtained after superposition and correction calculation.

[0019] Furthermore, the line design parameters include characteristic parameter information of the line's horizontal and vertical profile components, and train information. The horizontal profile components include straight lines, circular curves, and transition curves, while the vertical profile components include gradients and vertical curves. Circular curves are characterized by length, radius, and superelevation, and superelevation is achieved using a semi-superelevation method.

[0020] Furthermore, based on the calculated predicted Z-level values ​​of the tunnel wall, and according to the vibration attenuation correction formula, discrete Z-level values ​​transmitted from the tunnel wall to corresponding locations on the ground surface are obtained, forming an initial discrete Z-level dataset on the ground surface, specifically including:

[0021] Within a 7.5m range directly above the centerline of the line to both sides, the distance attenuation correction value is:

[0022] ;

[0023] In the formula:

[0024] C D This is the distance attenuation correction value;

[0025] H is the vertical distance from the ground to the top surface of the rail at the predicted location point;

[0026] β is the soil layer adjustment coefficient;

[0027] For distances exceeding 7.5m from directly above the centerline to either side, the distance attenuation correction value is:

[0028] ;

[0029] In the formula:

[0030] C D This is the distance attenuation correction value;

[0031] a, b, and c are constants;

[0032] r is the horizontal distance from the predicted location point to the centerline of the line;

[0033] Based on the calculated distance attenuation correction value C D The discrete Z-level vibration values ​​transmitted from the tunnel wall to the corresponding locations on the ground surface are:

[0034] ;

[0035] In the formula: Z TD Z represents the discrete Z-level values ​​transmitted from the tunnel wall to the corresponding locations on the ground surface, where Z is the predicted Z-level value of the tunnel wall.

[0036] Furthermore, based on the initial discrete Z-level dataset of the Earth's surface, surface Z-level graded isohyetal traces corresponding to different Z-level standards are generated, specifically including:

[0037] Based on the initial discrete Z-level dataset of the ground surface, the discrete Z-level dataset of the ground surface is spatially interpolated and gridded using Kriging interpolation or inverse distance weighted interpolation to construct a complete two-dimensional continuous distribution field of Z-level of the ground surface in the target section.

[0038] Based on the obtained two-dimensional continuous distribution field of Z-level vibration on the ground, nodes of the same vibration level orthogonal to the line are connected in series, and the boundary is smoothed by using the cubic spline curve fitting method to generate the surface Z-level graded iso-level traces corresponding to different Z-level standards.

[0039] Furthermore, based on the generated surface Z-level vibration grade isohyet traces, it is determined whether the vibration experienced by buildings along the trace exceeds the standard, specifically including:

[0040] Based on the generated surface Z-level vibration grade grading and equal vibration level traces, the surface Z-level range of buildings along the line is determined. If the surface Z-level range of buildings along the line exceeds the preset allowable vibration level, it is determined that the vibration of buildings along the line exceeds the standard.

[0041] Furthermore, optimization algorithms are employed to optimize the line design parameters and obtain the optimal line design parameters, specifically including:

[0042] Identify the optimization variables, including the line design parameters to be optimized;

[0043] With the optimization objectives of minimizing vibration levels in buildings along the route and minimizing construction costs, a multi-objective optimization function is constructed, and relevant rules or boundary constraints that meet feasibility requirements are established.

[0044] The optimal route design parameters are obtained by iterative optimization using optimization algorithms including genetic algorithm, particle swarm optimization, and Bayesian optimization.

[0045] According to a second aspect, one embodiment provides a rail transit line design parameter optimization system based on equal vibration level traces, the system comprising:

[0046] The tunnel wall Z-level prediction module is used to obtain the design parameters of urban rail transit lines and calculate the predicted value of the tunnel wall Z-level in the target section based on the pre-established expression for the predicted value of the tunnel wall Z-level considering the line shape constraints.

[0047] The surface Z-level determination module is used to obtain the discrete Z-level values ​​transmitted from the tunnel wall to the corresponding locations on the ground surface based on the calculated predicted value of the tunnel wall Z-level and the vibration attenuation formula, thus forming an initial discrete surface Z-level dataset.

[0048] The iso-magnitude trace generation module is used to generate iso-magnitude traces of the ground surface Z-magnitude classification corresponding to different Z-magnitude standards based on the initial discrete Z-magnitude dataset of the ground surface.

[0049] The route parameter optimization module is used to determine whether the vibration of buildings along the route exceeds the standard based on the generated surface Z-level vibration graded isostatic traces. If it does, the optimization algorithm is used to optimize the route design parameters to obtain the optimal route design parameters.

[0050] According to a third aspect, one embodiment provides an electronic device, the device comprising: a processor and a memory;

[0051] The memory is used to store one or more program instructions;

[0052] The processor is configured to run one or more program instructions to perform the steps of a method for optimizing design parameters of rail transit lines based on equal vibration level trajectories as described in any of the preceding claims.

[0053] According to a fourth aspect, one embodiment provides a computer-readable storage medium storing a computer program that, when executed by a processor, implements the steps of a method for optimizing design parameters of a rail transit line based on equal vibration level traces as described in any of the preceding claims.

[0054] This invention provides a method and system for optimizing design parameters of rail transit lines based on equal vibration level trajectories, which has the following beneficial effects:

[0055] 1. Forming a complete technical closed loop: By combining the tunnel wall vibration prediction results with the ground surface vibration transmission model, the concept of "equi-vibration level trace" was proposed for the first time, realizing a complete closed loop from vibration prediction to line optimization design.

[0056] 2. Provides intuitive visualization tools: Iso-level traces quantify the impact of vibration into spatial curves, enabling designers to intuitively judge the relationship between the line and vibration-sensitive areas during the design phase.

[0057] 3. Achieve source control of vibration impact: Unlike the traditional passive mode of "first determine the line and then reduce vibration", this invention actively optimizes the line design parameters with vibration impact as a constraint, fundamentally reducing the investment in passive vibration reduction measures and comprehensively reducing the project cost.

[0058] 4. Quantitative vibration reduction benefits: By comparing the length of the traverse path of equal vibration level before and after optimization and the corresponding vibration reduction measures, the economic benefits of the optimization scheme can be quantitatively evaluated. Attached Figure Description

[0059] Figure 1 A flowchart illustrating a method for optimizing design parameters of rail transit lines based on equal vibration level traces, as provided in one embodiment of the present invention;

[0060] Figure 2 A flowchart illustrating a specific implementation of a method for optimizing design parameters of rail transit lines based on equal vibration level trajectories, as provided in one embodiment of the present invention;

[0061] Figure 3A two-dimensional continuous distribution field of Z-level vibration on the ground surface is provided in a method for optimizing design parameters of rail transit lines based on equal vibration level traces, as an embodiment of the present invention.

[0062] Figure 4 A schematic diagram of an equal vibration level trajectory generation method provided in an embodiment of the present invention for optimizing design parameters of rail transit lines based on equal vibration level trajectories;

[0063] Figure 5 A schematic diagram of the final generated equal vibration level trace in a method for optimizing design parameters of rail transit lines based on equal vibration level traces provided in an embodiment of the present invention;

[0064] Figure 6 This is a schematic diagram showing the line design parameters before and after optimization in a method for optimizing rail transit line design parameters based on equal vibration level traces, provided as an embodiment of the present invention. Detailed Implementation

[0065] The present invention will now be described in further detail with reference to specific embodiments and accompanying drawings. Similar elements in different embodiments are referred to by associated similar element reference numerals. In the following embodiments, many details are described to facilitate a better understanding of the invention. However, those skilled in the art will readily recognize that some features may be omitted in different situations, or may be replaced by other elements, materials, or methods. In some cases, certain operations related to the present invention are not shown or described in the specification. This is to avoid obscuring the core parts of the invention with excessive description. For those skilled in the art, detailed description of these related operations is not necessary; they can fully understand the related operations based on the description in the specification and general technical knowledge in the art.

[0066] Furthermore, the features, operations, or characteristics described in the specification can be combined in any suitable manner to form various embodiments. At the same time, the steps or actions in the method description can be rearranged or adjusted in a manner obvious to those skilled in the art. Therefore, the various orders in the specification and drawings are only for the clear description of a particular embodiment and do not imply a necessary order, unless otherwise stated that a particular order must be followed.

[0067] This invention provides a method for optimizing design parameters of rail transit lines based on equal vibration level trajectories. The following is a detailed explanation. Figure 1 and Figure 2 Please provide a detailed explanation.

[0068] like Figure 1As shown, in step S100, the design parameters of the urban rail transit line are obtained, and the predicted value of the Z-vibration level of the tunnel wall in the target section is calculated based on the pre-established expression for the predicted value of the tunnel wall Z-vibration level considering the line shape constraints.

[0069] The above specifically includes:

[0070] In this embodiment, the line design parameters include characteristic parameter information of the line plane and longitudinal profile components (curve radius, line gradient, length of straight line between plane and line, etc.) and train information (train speed, etc.). The line plane components include straight lines, circular curves and transition curves, and the line longitudinal profile components include gradient and vertical curves. Circular curves are characterized by length, radius and superelevation, and superelevation is achieved using a semi-superelevation method.

[0071] First, input the design parameters of the urban rail transit line: taking a section of an underground section of a certain urban rail transit line as an example, the curve radius of the line is 400m, the gradient of the line is 5‰, and the train speed is 80km / h;

[0072] Then, referring to the existing technology "Method and System for Predicting Tunnel Wall Vibration Considering Route Shape Constraints" (Authorization Announcement No. CN121279156B), the expression for the predicted value of the Z-level vibration of the tunnel wall considering route shape constraints is as follows:

[0073] ;

[0074] In the formula, This is a fitted function expression for the predicted Z-level vibration of the tunnel wall as a function of the line design parameter m. To account for the correction amount caused by multiple factors, including the vibration reduction effect of the vibration reduction track bed and the superimposed increment caused by the combination of multiple line parameters, Z is the predicted value of the tunnel wall Z vibration level obtained after superposition and correction calculation.

[0075] like Figure 1 As shown, in step S200, based on the calculated predicted value of the tunnel wall Z-level, the discrete Z-level values ​​transmitted from the tunnel wall to the corresponding locations on the ground surface are obtained according to the vibration attenuation formula, forming an initial discrete Z-level dataset on the ground surface.

[0076] The above steps specifically include:

[0077] In this embodiment, based on the vibration propagation and attenuation law of tunnel-soil, the vibration attenuation formula recommended in the "Technical Guidelines for Environmental Impact Assessment of Urban Rail Transit" (HJ 453-2018) is adopted to obtain the discrete Z-level values ​​transmitted from the tunnel wall to the corresponding locations on the ground surface, forming an initial discrete Z-level dataset on the ground surface. The specific calculation formula is as follows:

[0078] 1) Within a 7.5m range directly above the centerline of the line to both sides, the distance attenuation correction value is:

[0079] ;

[0080] In the formula:

[0081] C D This is the distance attenuation correction value;

[0082] H is the vertical distance from the ground to the top surface of the rail at the predicted location point, in meters.

[0083] β is the soil layer adjustment coefficient;

[0084] Furthermore, the discrete Z-level vibration values ​​transmitted from the tunnel wall to the corresponding locations on the ground surface within a 7.5m range directly above the centerline of the line and to both sides are obtained as follows:

[0085] ;

[0086] In the formula: Z TD denoted as discrete Z-level values ​​at corresponding locations on the Earth's surface, in dB;

[0087] Z represents the calculated predicted Z-level vibration of the tunnel wall, in dB.

[0088] 2) Distance attenuation correction for distances exceeding 7.5m from directly above the centerline to either side:

[0089] ;

[0090] In the formula:

[0091] C D This is the distance attenuation correction value;

[0092] a, b, and c are constants;

[0093] r is the horizontal distance (m) from the predicted location point to the centerline of the line.

[0094] The reference values ​​for β, a, b, and c are shown in the table below:

[0095]

[0096] Furthermore, the discrete Z-level vibration values ​​transmitted from the tunnel wall to the corresponding locations on the ground surface within a distance exceeding 7.5m from directly above the centerline of the line to both sides are obtained as follows:

[0097] ;

[0098] In the formula: Z TD denoted as discrete Z-level values ​​at corresponding locations on the Earth's surface, in dB;

[0099] Z represents the calculated predicted Z-level vibration of the tunnel wall, in dB.

[0100] like Figure 1 As shown, in step S300, based on the initial discrete Z-level dataset of the ground surface, the ground surface Z-level classification isohyetal traces corresponding to different Z-level standards are generated.

[0101] The above steps specifically include:

[0102] In this embodiment, the isopleths are defined as continuous distribution traces formed by sequentially connecting spatial points (orthogonal to the track) with equal maximum Z-level values ​​on the ground surface. Unlike traditional isopleths, these traces are specifically designed for the ground vibration field caused by rail transit vehicles. Referring to the vehicle-track coupled dynamics analysis, integrated vibration modeling of the train-track-tunnel (soil) system, and vibration calculation principles disclosed in the prior art "Method and System for Predicting Tunnel Wall Vibration Considering Route Shape Constraints" (Authorization Announcement No. CN121279156B), and combined with the ground vibration propagation law, these are reconstructed spatial continuous traces of the same vibration level. These traces are used to quantitatively characterize the influence boundary and spatial attenuation law of rail transit vibration, providing a clear vibration constraint basis for the forward design of track parameters.

[0103] In this embodiment, there are two ways to generate the equal vibration level trace: one is forward calculation, and the other is inverse calculation.

[0104] 1) Forward calculation is as follows:

[0105] First, based on the initial discrete Z-magnitude dataset of the surface, and combining Kriging interpolation or inverse distance weighted interpolation, the discrete Z-magnitude dataset of the surface is spatially interpolated and gridded to construct a complete two-dimensional continuous distribution field of the Z-magnitude of the target segment (e.g., Figure 3 (as shown)

[0106] Then, based on the obtained two-dimensional surface Z-level continuous distribution field, points with equal vibration levels are first connected to form a closed loop to obtain the iso-level spatial curve (e.g., Figure 4 (As shown), then the points orthogonal to the line on the isostatic space curve are connected in series, and the boundary is smoothed using the cubic spline curve fitting method to obtain the isostatic traces. Finally, the surface Z-level graded isostatic traces corresponding to different Z-level standards are generated (e.g. Figure 5 (As shown).

[0107] 2) The inversion calculation is as follows:

[0108] The so-called inversion calculation refers to taking a certain location on the line as the center, using a certain vibration level as the threshold, and combining the tunnel wall vibration prediction method and the tunnel-soil vibration propagation attenuation law to perform inversion calculation to obtain the points corresponding to the nodes with the same vibration level threshold; then, the points with the same vibration level on the ground in the direction orthogonal to the line are connected in series to form a spatial curve, forming the vibration influence classification envelope along the line. Similarly, a spatial distribution trace map of the surface Z vibration level of the entire study area is formed.

[0109] like Figure 1 As shown, in step S400, based on the generated surface Z-level vibration level grading and equal vibration level traces, it is determined whether the vibration of buildings along the line exceeds the standard. If it does, an optimization algorithm is used to optimize the line design parameters to obtain the optimal line design parameters.

[0110] The above steps specifically include:

[0111] S410, Vibration analysis of buildings along the same vibration level trajectory:

[0112] Based on the generated surface Z-level vibration grade grading and equal vibration level traces, the surface Z-level range of buildings along the line is determined. If the surface Z-level range of buildings along the line exceeds the preset allowable vibration level, it is determined that the vibration of buildings along the line exceeds the standard.

[0113] S420, Line Optimization Algorithm:

[0114] Determine the optimization variables, including the line design parameters to be optimized, such as: R-curve radius (m), i-line gradient (‰), V-train speed (km / h), h-tunnel depth (m).

[0115] With the optimization objectives of minimizing vibration levels in buildings along the route and minimizing construction costs, a multi-objective optimization function is constructed, and relevant rules or boundary constraints that meet feasibility requirements are established.

[0116] The optimal route design parameters are obtained by iterative optimization using optimization algorithms including genetic algorithm, particle swarm optimization, and Bayesian optimization.

[0117] Specific examples are as follows:

[0118] The generated isostatic vibration trajectory is imported into the route design platform to determine the relative relationship between buildings along the route and the isostatic vibration trajectory. Figure 6 As shown in section a, in the original design scheme, the ground surface Z-vibration level of building I is within the 70~72dB vibration level trajectory, and the ground surface Z-vibration level of building II is within the 68~71dB vibration level trajectory. Assuming that the allowable vibration level for buildings I and II is 70dB, it can be seen that the ground surface Z-vibration level of building I exceeds the standard by about 2dB, and the vibration level of building II exceeds the standard by about 1dB.

[0119] Assuming the constraint that the minimum distance between the line and the vibration level track is not less than 0, and the objectives being to minimize the vibration of buildings along the line and construction costs (which could also include avoidance distance, vibration reduction measures, construction costs, and additional engineering work), a genetic algorithm is used to optimize the line parameters (taking the optimization of the curve radius as an example, with values ​​ranging from 400m to 1500m). The specific steps are as follows:

[0120] a. Construct a fitness function with the objectives of minimizing the vibration of buildings along the line and minimizing construction costs, and use the minimum distance between the line and the track of equal vibration level as a constraint condition.

[0121] b. Then initialize the population, calculate the fitness of each individual with the curve radius and determine the constraints; perform selection, crossover and mutation operations in sequence, and iterate until convergence;

[0122] c. The final output optimal curve radius is 1200m, which is obtained by optimizing the original curve radius of 400m to 1200m (e.g.). Figure 6 As shown in Figure b), the ground surface Z-vibration level of the building is reduced to below 70dB, meeting the vibration tolerance requirements, while minimizing the increase in engineering work.

[0123] The original design resulted in vibration exceeding the standard by 1-2 dB, requiring the use of medium-level vibration-damping fasteners. The optimized track structure, however, suffices for vibration reduction. This approach achieves better track conditions with virtually no increase in engineering work, while also mitigating the drawbacks of using medium-level vibration-damping fasteners in sections with small curve radii, significantly reducing the level of vibration reduction measures and project costs.

[0124] This invention is based on the initial horizontal and vertical profile design parameters of the railway line and draws on the existing technology "Method and System for Predicting Tunnel Wall Vibration Considering Route Shape Constraints" (Authorization Announcement No. CN121279156B). It first calculates the Z-level of the tunnel wall, then converts it to the Z-level of the ground surface through standardized attenuation, and then obtains the iso-level trace. At the same time, it binds the trace with the optimization depth of the line parameters to form a complete closed loop of "initial line → tunnel wall vibration level → ground surface level → iso-level trace → line parameter optimization". This is used to quantitatively characterize the boundary and spatial attenuation law of vibration influence of rail transit, and provide a clear vibration constraint basis for the forward design of line parameters.

[0125] Corresponding to the above-disclosed method for optimizing rail transit line design parameters based on equal vibration level tracks, this invention also discloses a rail transit line design parameter optimization system based on equal vibration level tracks, which specifically includes:

[0126] The tunnel wall Z-level prediction module is used to obtain the design parameters of urban rail transit lines and calculate the predicted value of the tunnel wall Z-level in the target section based on the pre-established expression for the predicted value of the tunnel wall Z-level considering the line shape constraints.

[0127] The surface Z-level determination module is used to obtain the discrete Z-level values ​​transmitted from the tunnel wall to the corresponding locations on the ground surface based on the calculated predicted value of the tunnel wall Z-level and the vibration attenuation formula, thus forming an initial discrete surface Z-level dataset.

[0128] The iso-magnitude trace generation module is used to generate iso-magnitude traces of the ground surface Z-magnitude classification corresponding to different Z-magnitude standards based on the initial discrete Z-magnitude dataset of the ground surface.

[0129] The route parameter optimization module is used to determine whether the vibration of buildings along the route exceeds the standard based on the generated surface Z-level vibration graded isostatic traces. If it does, the optimization algorithm is used to optimize the route design parameters to obtain the optimal route design parameters.

[0130] It should be noted that for a detailed description of the rail transit line design parameter optimization system based on equal vibration level tracks provided in the embodiments of the present invention, please refer to the relevant description of the rail transit line design parameter optimization method based on equal vibration level tracks provided in the embodiments of the present invention, which will not be repeated here.

[0131] In addition, embodiments of the present invention also provide an electronic device, the device comprising: a processor and a memory; the memory being used to store one or more program instructions; the processor being used to execute one or more program instructions to perform the steps of a method for optimizing design parameters of rail transit lines based on equal vibration level tracks as described in any of the preceding embodiments.

[0132] It should be noted that for a detailed description of an electronic device provided in the embodiments of the present invention, please refer to the relevant description of a method for optimizing rail transit line design parameters based on equal vibration level traces provided in the embodiments of the present invention, which will not be repeated here.

[0133] In addition, embodiments of the present invention also provide a computer-readable storage medium storing a computer program, which, when executed by a processor, implements the steps of the method for optimizing rail transit line design parameters based on equal vibration level traces as described in any of the preceding claims.

[0134] It should be noted that for a detailed description of the computer-readable storage medium provided in the embodiments of the present invention, please refer to the relevant description of the method for optimizing the design parameters of rail transit lines based on equal vibration level traces provided in the embodiments of this application, which will not be repeated here.

[0135] Those skilled in the art will understand that all or part of the functions of the various methods in the above embodiments can be implemented by hardware or by computer programs. When all or part of the functions in the above embodiments are implemented by computer programs, the program can be stored in a computer-readable storage medium, which may include: read-only memory, random access memory, disk, optical disk, hard disk, etc., and the above functions are implemented by executing the program with a computer. For example, the program can be stored in the memory of a device, and when the program in the memory is executed by the processor, all or part of the above functions can be implemented. In addition, when all or part of the functions in the above embodiments are implemented by computer programs, the program can also be stored in a storage medium such as a server, another computer, disk, optical disk, flash drive, or portable hard drive, and can be downloaded or copied to the memory of a local device, or the system of the local device can be updated. When the program in the memory is executed by the processor, all or part of the functions in the above embodiments can be implemented.

[0136] The above examples illustrate the present invention only to aid in understanding it and are not intended to limit the scope of the invention. Those skilled in the art can make various simple deductions, modifications, or substitutions based on the principles of this invention.

Claims

1. A method for optimizing design parameters of rail transit lines based on equal vibration level trajectories, characterized in that, The method includes: The design parameters of the urban rail transit line are obtained, and the predicted value of the Z-vibration level of the tunnel wall in the target section is calculated based on the pre-established expression for the predicted value of the tunnel wall Z-vibration level considering the route shape constraints. Based on the calculated predicted Z-level values ​​of the tunnel wall, and according to the vibration attenuation formula, the discrete Z-level values ​​transmitted from the tunnel wall to the corresponding locations on the ground surface are obtained, forming an initial discrete Z-level dataset on the ground surface. Based on the initial discrete Z-level dataset of the ground surface, generate the graded iso-level traces of the ground surface Z-level corresponding to different Z-level standards; Based on the generated surface Z-level vibration graded equal vibration traces, it is determined whether the vibration of buildings along the route exceeds the standard. If it does, an optimization algorithm is used to optimize the route design parameters and obtain the optimal route design parameters.

2. The method for optimizing rail transit line design parameters based on equal vibration level trajectories according to claim 1, characterized in that, Obtain the design parameters of the urban rail transit line, and calculate the predicted Z-vibration level of the tunnel wall in the target section based on the pre-established expression for the predicted Z-vibration level of the tunnel wall considering the route shape constraints. Specifically, this includes: The expression for the predicted Z-vibration level of the tunnel wall considering the route shape constraints is: ； In the formula, This is a fitted function expression for the predicted Z-level vibration of the tunnel wall as a function of the line design parameter m. To account for the correction amount caused by multiple factors, including the vibration reduction effect of the vibration reduction track bed and the superimposed increment caused by the combination of multiple line parameters, Z is the predicted value of the tunnel wall Z vibration level obtained after superposition and correction calculation.

3. The method for optimizing rail transit line design parameters based on equal vibration level trajectories according to claim 2, characterized in that, The line design parameters include characteristic parameter information of the line's horizontal and vertical profile components, and train information. The line's horizontal profile components include straight lines, circular curves, and transition curves, while the line's vertical profile components include gradients and vertical curves. Circular curves are characterized by their length, radius, and superelevation, and superelevation is achieved using a semi-superelevation method.

4. The method for optimizing design parameters of rail transit lines based on equal vibration level trajectories according to claim 2, characterized in that, Based on the calculated predicted Z-level vibration of the tunnel wall, and according to the vibration attenuation correction formula, discrete Z-level vibration values ​​transmitted from the tunnel wall to corresponding locations on the ground surface are obtained, forming an initial discrete Z-level vibration dataset on the ground surface, specifically including: Within a 7.5m range directly above the centerline of the line to both sides, the distance attenuation correction value is: ； In the formula: C D This is the distance attenuation correction value; H is the vertical distance from the ground to the top surface of the rail at the predicted location point; β is the soil layer adjustment coefficient; For distances exceeding 7.5m from directly above the centerline to either side, the distance attenuation correction value is: ； In the formula: C D This is the distance attenuation correction value; a, b, and c are constants; r is the horizontal distance from the predicted location point to the centerline of the line; Based on the calculated distance attenuation correction value C D The discrete Z-level vibration values ​​transmitted from the tunnel wall to the corresponding locations on the ground surface are: ； In the formula: Z TD Z represents the discrete Z-level values ​​transmitted from the tunnel wall to the corresponding locations on the ground surface, where Z is the predicted Z-level value of the tunnel wall.

5. The method for optimizing design parameters of rail transit lines based on equal vibration level trajectories according to claim 1, characterized in that, Based on the initial discrete Z-level dataset of the Earth's surface, surface Z-level graded isohyetal traces corresponding to different Z-level standards are generated, specifically including: Based on the initial discrete Z-level dataset of the ground surface, the discrete Z-level dataset of the ground surface is spatially interpolated and gridded using Kriging interpolation or inverse distance weighted interpolation to construct a complete two-dimensional continuous distribution field of Z-level of the ground surface in the target section. Based on the obtained two-dimensional continuous distribution field of Z-level vibration on the ground, nodes of the same vibration level orthogonal to the line are connected in series, and the boundary is smoothed by using the cubic spline curve fitting method to generate the surface Z-level graded iso-level traces corresponding to different Z-level standards.

6. The method for optimizing design parameters of rail transit lines based on equal vibration level trajectories according to claim 1, characterized in that, Based on the generated surface Z-level vibration grade isopleth traces, it is determined whether the vibration of buildings along the line exceeds the standard, specifically including: Based on the generated surface Z-level vibration grade grading and equal vibration level traces, the surface Z-level range of buildings along the line is determined. If the surface Z-level range of buildings along the line exceeds the preset allowable vibration level, it is determined that the vibration of buildings along the line exceeds the standard.

7. The method for optimizing design parameters of rail transit lines based on equal vibration level trajectories according to claim 6, characterized in that, The optimal route design parameters are obtained by using optimization algorithms, specifically including: Identify the optimization variables, including the line design parameters to be optimized; With the optimization objectives of minimizing vibration levels in buildings along the route and minimizing construction costs, a multi-objective optimization function is constructed, and relevant rules or boundary constraints that meet feasibility requirements are established. The optimal route design parameters are obtained by iterative optimization using optimization algorithms including genetic algorithm, particle swarm optimization, and Bayesian optimization.

8. A rail transit line design parameter optimization system based on equal vibration level trajectories, characterized in that, The system includes: The tunnel wall Z-level prediction module is used to obtain the design parameters of urban rail transit lines and calculate the predicted value of the tunnel wall Z-level in the target section based on the pre-established expression for the predicted value of the tunnel wall Z-level considering the line shape constraints. The surface Z-level determination module is used to obtain the discrete Z-level values ​​transmitted from the tunnel wall to the corresponding locations on the ground surface based on the calculated predicted value of the tunnel wall Z-level and the vibration attenuation formula, thus forming an initial discrete surface Z-level dataset. The iso-magnitude trace generation module is used to generate iso-magnitude traces of the ground surface Z-magnitude classification corresponding to different Z-magnitude standards based on the initial discrete Z-magnitude dataset of the ground surface. The route parameter optimization module is used to determine whether the vibration of buildings along the route exceeds the standard based on the generated surface Z-level vibration graded isostatic traces. If it does, the optimization algorithm is used to optimize the route design parameters to obtain the optimal route design parameters.

9. An electronic device, characterized in that, The device includes: a processor and a memory; The memory is used to store one or more program instructions; The processor is configured to run one or more program instructions to perform the steps of the method for optimizing rail transit line design parameters based on equal vibration level traces as described in any one of claims 1 to 7.

10. A computer-readable storage medium, characterized in that, The computer-readable storage medium stores a computer program that, when executed by a processor, implements the steps of the method for optimizing design parameters of rail transit lines based on equal vibration level trajectories as described in any one of claims 1 to 7.

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