城市轨道交通矩形减振隧道参数仿真研究  

Simulation Study on Parameters of Rectangular Vibration Reduction Tunnel in Urban Rail Transit

作　　者：安亚超 张胜龙 王文斌 张昀青 李林 AN Yachao;ZHANG Shenglong;WANG Wenbin;ZHANG Yunqing;LI Lin(School of Civil Engineering,Shijiazhuang Tiedao University,Shijiazhuang 050043,China;Urban Rail Transit Center,China Academy of Railway Sciences Corporation Limited,Beijing 100081,China)

机构地区：[1]石家庄铁道大学土木工程学院,石家庄050043 [2]中国铁道科学研究院集团有限公司城市轨道交通中心,北京100081

出　　处：《铁道建筑》2022年第7期97-100,共4页Railway Engineering

基　　金：中国铁道科学研究院集团有限公司基金(2020YJ205);铁科院(北京)工程咨询有限公司科研项目(2021ZXJ003,2021ZXJ005)。

摘　　要：针对城市轨道交通对于减振能力强且结构刚度大的减振措施的需求,建立了一种将减振垫置于初期支护与二次衬砌之间的矩形减振隧道模型并对其减振效果进行仿真分析。首先根据圆形隧道实测数据建立有限元模型,再将圆形断面改为矩形断面,加入减振垫建立矩形减振隧道模型。通过对减振垫取不同厚度、密度、弹性模量时列车动力学性能、行车安全性及减振效果的分析得出各参数的合理取值范围,然后对多个参数组合的减振效果进行对比。结果表明:减振垫厚度在10~50 mm时厚度越大减振效果越好,减振垫厚度大于40 mm后对减振效果的提升不明显,减振垫厚度不宜超过40 mm;减振垫密度对减振效果影响不大;减振垫弹性模量在0.1~2.0 MPa时弹性模量越大减振效果越差,减振垫弹性模量不宜超过2.0 MPa;当矩形断面尺寸为5.3 m(长)×4.6 m(宽),初期支护厚0.5 m、二次衬砌厚0.3 m,减振垫的厚度为40 mm、密度为1 000 kg/m^(3)和弹性模量为0.5 MPa时钢轨垂向位移和脱轨系数均小于规范限值,且有较大安全余量,Z振级插入损失为21.76 dB,减振效果较好。In view of the demand of urban rail transit for vibration reduction measures with strong vibration reduction capacity and large structural stiffness,a rectangular vibration reduction tunnel model with vibration reduction pads placed between the primary support and the secondary lining was established to simulate and analyze its vibration reduction effect. Firstly,the finite element model was established according to the measured data of circular tunnel,then the circular section was changed into a rectangular section,and the rectangular vibration reduction tunnel model was established by vibration reduction pad. Through the analysis of the dynamic performance,driving safety and vibration reduction effect of the train with different thickness,density and elastic modulus of vibration reduction pad,the reasonable value range of each parameter was obtained,and then the vibration reduction effect of multiple parameter combinations was compared. The results show that when the thickness of vibration reduction pad is 10 ~ 50 mm,the greater the thickness,the better the vibration reduction effect. When the thickness of vibration reduction pad is greater than 40 mm,the improvement of the vibration reduction effect is not obvious,and the thickness of the vibration reduction pad should not exceed 40 mm. the density of vibration reduction pad has little effect on the vibration reduction effect. When the elastic modulus of vibration reduction pad is 0.1 ~ 2.0 MPa,the larger the elastic modulus,the worse the vibration reduction effect. The elastic modulus of the vibration reduction pad should not exceed 2.0 MPa.When the rectangular section size is 5.3 m(length)× 4.6 m(width),the primary support thickness is 0.5 m,the secondary lining thickness is 0.3 m,the thickness of vibration reduction pad is 40 mm,the density is 1 000 kg/m~3 and the elastic modulus is 0.5 MPa,the rail vertical displacement and derailment coefficient are less than the specification limit,and there is a large safety margin,the insertion loss of Z vibration lev

关 键 词：地铁 减振效果 数值模拟 减振隧道 减振垫 参数设计 行车安全 Z振级插入损失 

分 类 号：TB535.1[理学—物理] U452.2[理学—声学]