CN103981777B - A kind of subway damping vibration-isolating elasticity mixing light railway roadbed - Google Patents
A kind of subway damping vibration-isolating elasticity mixing light railway roadbed Download PDFInfo
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- CN103981777B CN103981777B CN201410234614.6A CN201410234614A CN103981777B CN 103981777 B CN103981777 B CN 103981777B CN 201410234614 A CN201410234614 A CN 201410234614A CN 103981777 B CN103981777 B CN 103981777B
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Abstract
The invention discloses a kind of subway damping vibration-isolating elasticity mixing light railway roadbed, comprise elasticity lightweight layer of concrete, railway roadbed based on the bottom that described elasticity lightweight layer of concrete is arranged on subgrade of metro; Described elasticity lightweight layer of concrete build the compound that material comprises concrete and EPS particle.Employ the compound of concrete and EPS particle, the effect one of EPS particle absorbs subway train to travel the vibration wave and vibrational energy that produce, two is because the difference of impedance of EPS particle and this bi-material of concrete is larger, therefore by being mixed to form the transmission potential of elasticity lightweight railway roadbed basal layer by smaller, the energy that such subway vibrational energy is delivered on lining structure of metro or section of jurisdiction is just less, also just weakened to the vibration effect of ground and ground.
Description
Technical field
The present invention relates to a kind of subway damping vibration-isolating elasticity mixing light railway roadbed, is a kind of subway mixing elasticity lightweight railway roadbed of damping vibration-isolating.
Background technology
Along with quickening, operation the continuing to increase of mileage of China's subway construction speed, guarantee the harmonious safety of metro operation, being an important people's livelihood engineering, is also the strategic engineering of urban development green economy.Several metropolis subway flow in 2013 according to statistics: the average daily volume of the flow of passengers of Beijing Metro reaches 1,000 ten thousand people times/day, the average daily volume of the flow of passengers of Shanghai Underground is close to 7,000,000 people times/day, the average daily volume of the flow of passengers of Guangzhou Underground is more than 5,000,000 people times/day, and the average daily volume of the flow of passengers of Line of Nanjing Subway reaches 1,500,000 people times/day.Visible safety of subway operation is essential.But in fact, many potential safety hazards and harm has been there is in the city underground operations such as Shanghai and Nanjing, to stop transport after cumulative settling, relative settlement severe overweight as runed maintenance, subway train vibration makes liner structure occur, and mud harm aggravation is leaked in infiltration, even occur that the periphery soil body and lining cutting such as to be come to nothing at the problem, this is all must facing challenges in Construction of Urban Rail Traffic.It is also new complaint problem that the vibration of another subway train disturbs residents, the vibration that Subway Train Operation in Existed Subway causes outwards is propagated by surrounding formation, bring out the secondary vibration of building further, the structural safety of building and the work of resident and daily life are all created to the impact of certain degree.
Occur that these problems have its cause specific, it is determined by the shallow overburden subway feature of China.The buried depth of China's subway is mostly between 10-15m, belong to shallow embedding subway, the work of the vibration effect subway subjective reflection produced when shallow embedding subway train runs and life, simultaneously because shallow surface is mostly Quaternary system soft soil horizon, subway train vibration long term, cause the accumulated deformation severe overweight of subway periphery soft layer, have influence on the safe operation of subway, even produce harm, as Shanghai Metro Line 1 there occurs serious longitudinal differential settlement since nineteen ninety-five, April built up operation, cumulative maximum sedimentation is close to 30cm, annual maximum settlement difference reaches 3cm, the safe operation of serious threat subway.American-European subway buried depth is comparatively large, but corresponding cost can exceed a lot.Because China's subway construction scale of construction is large, investment wretched insufficiency, for reducining the construction costs, selects shallow embedding subway to be that construction cost is selected-saved in a kind of compromise.In addition, the working condition that shallow embedding subway faces is complicated, and shallow-layer soil layer mostly is Quaternary Strata on the one hand, and soft layer is many, and the variation of soil layer physico-mechanical properties is very complicated; Subway line is long, passes through different soil layers or geologic element, also can run into great rivers and lake simultaneously, and great rivers and lake section structure of the subway will bear high hydraulic pressure, then adds artesian ground water in addition, and environment is very complicated.Therefore shallow embedding subway brings again such problem: 1. the accumulated deformation of periphery soft soil (weak surrounding rock) is difficult to control, and 2. subway train vibration effect strengthens again the adverse effect of accumulated deformation and the durable antiseepage of liner structure.
In recent years, China's subway transport system fast development, after Beijing, Shanghai, Guangzhou Underground are opened, has again nearly 40 cities start or plan to build subway or light rail.Because city underground all runs through city commercial centre and intensive residential quarter, the impact that Adjacent Buildings dwelling environment along the line produces be can not be ignored.Subway adopts solid concrete roabed structure usually, and being increases the elasticity of track, and rail fastening adopts two elastic layer design, namely all establishes the rubber mat plate that Static stiffness coefficient is less under lower and separated rail fastening iron chair in-orbit.Reduce vibration source vibration and usually take following several measure:
1, adopt the heavy rail of more than 60kg/m, and adopt gapless track as far as possible;
2, alleviate the unsprung mass of vehicle, avoid vehicle and track to produce and resonate, can reduce like this oscillation intensity 10dB ±;
3, suitably increase subway buried depth, make vibration amplitude increase with distance (degree of depth) and add high attenuation;
4, adopt suitable railway roadbed and track structure pattern, increase the elasticity of track, set up the rubber mat plate that Static stiffness coefficient is less, vibration attenuation reaches 5 ~ 10dB, but application life is short, and later stage effectiveness in vibration suppression is poor, cannot change again.
Although these glissandoes obtain certain effect, long-term periodic vibration causes the accumulation of the ground under subway to become distortion and constantly increases, and has threatened the safe operation of subway, and has considerably increased operation maintenance cost.
In prior art, the about 35cm of iron base railway roadbed is thick on ground, and usual railway roadbed adopts the pouring concrete of C35, belongs to rigidity railway roadbed, there is no any attenuation to train vibration.Subway engineering does not all adopt any glissando at the basic railway roadbed of common interval section, just adopt vibration damping facility in regions, position such as hospital, the factory building having damping requirements, offices, as damping is carried out in the measures such as floating slab railway roadbed, elastic short rail sleeper formula monolithic roadbed track, rubber mat plate, but these measures are difficult to the damping vibration-isolating effect reached, vibration attenuation 6-10dB, application life is limited.
A kind of subway damping vibration-isolating elasticity mixing light railway roadbed, comprises elasticity lightweight layer of concrete, railway roadbed based on the bottom that described elasticity lightweight layer of concrete is arranged on subgrade of metro; Described elasticity lightweight layer of concrete build the compound that material comprises concrete and EPS particle.
The present invention mainly adopts mixing to build material (can be referred to as mixing elasticity lightweight railway roadbed material), and include lightweight flexible medium in this mixing elasticity lightweight railway roadbed material, the vibrational energy decay making transmission propagate like this, its energy attenuation reaches more than 20dB, and the effect of its damping vibration-isolating is more obvious.Mixing elasticity lightweight railway roadbed material-paving is adopted to form elasticity lightweight layer of concrete, railway roadbed based on the bottom that this elasticity lightweight layer of concrete is arranged on subgrade of metro, contact with the lining cutting of subway or section of jurisdiction, this composite construction railway roadbed had both met intensity and requirement steady in a long-term, there is again certain elasticity, play obvious damping vibration-isolating effect, its energy attenuation reaches 20dB.
Preferably, described in build in material, concrete carries out proportioning according to the requirement of C35, and the density of EPS particle is 12 ~ 15kg/m
3, the particle diameter of EPS particle is 1 ~ 2mm.
Preferably, described in build in material, the Stringency determination concrete required according to damping and the volume ratio of EPS particle, damping requires higher, and the content of EPS particle is larger.
Preferably, described in build in material, according to the damping requirement in hospital, theater region, the volume ratio of concrete and EPS particle is 2:3,2:2 or 2:1; According to the damping requirement of station areas, the volume ratio of concrete and EPS particle is 1:1,2:1 or 3:1; According to the damping requirement of general area, the volume ratio of concrete and EPS particle is 3:2,3:1 or 4:1.
Preferably, described in build material and mix after-pouring basis of formation railway roadbed, vibrating, it is uniform sequential to need, and surfacing, prevents EPS granule partial from piling up, guaranteed strength uniformity.After basis railway roadbed builds end, moisture-keeping maintaining can carry out the construction of follow-up railway roadbed top ballast bed structure layer for 7 days.
Preferably, the thickness of described basic railway roadbed is 25 ~ 30 ± cm.
Beneficial effect: subway damping vibration-isolating elasticity mixing light railway roadbed provided by the invention, employ the compound of concrete and EPS particle, the effect one of EPS particle absorbs subway train to travel the vibration wave and vibrational energy that produce, two is because the difference of impedance of EPS particle and this bi-material of concrete is larger, therefore by mixing the transmission potential of elasticity lightweight railway roadbed basal layer by smaller, the energy that such subway vibrational energy is delivered on lining structure of metro or section of jurisdiction is just less, also just weakened to the vibration effect of ground and ground; Can effectively intercept and reduce the liner structure of energy transferring to subway of train vibration like this, and pass in the foundation soil body of periphery by liner structure, extraneous vibration produced to the building on earth's surface and subway foundation or causes secondary vibration, so that having an impact and even endanger.
Summary of the invention
Goal of the invention: in order to overcome the deficiencies in the prior art, the invention provides a kind of subway damping vibration-isolating elasticity mixing light railway roadbed, the harm of subway train vibration can be reduced after adopting this mixing elasticity lightweight railway roadbed, thus subway train vibration is fallen on the impact of building along the line and the accumulated deformation controlling subway periphery soft soil foundation, guarantee that the accumulated deformation of subway periphery ground is controlled, reduce subway surrounding ground vibration prestige evil, guarantee metro safety operation.
Technical scheme: for achieving the above object, the technical solution used in the present invention is:
Accompanying drawing explanation
Fig. 1 is a kind of structural representation of the present invention.
Detailed description of the invention
Below in conjunction with accompanying drawing, the present invention is further described.
Be illustrated in figure 1 a kind of subway damping vibration-isolating elasticity mixing light railway roadbed, comprise elasticity lightweight layer of concrete, railway roadbed 1 based on the bottom that described elasticity lightweight layer of concrete is arranged on subgrade of metro, described basic railway roadbed 1 contacts with lining structure of metro section of jurisdiction 4, and the thickness of described basic railway roadbed is 25 ~ 30 ± cm.
Ground ferroelasticity mixing light railway roadbed basal layer mainly utilizes concrete-EPS particle to mix; absorb underground engines and travel the vibration wave and vibrational energy that produce; can effectively intercept and reduce the liner structure of energy transferring to subway of locomotive vibration like this; and pass in the Rock And Soil of periphery by liner structure; to building and the subway foundation generation extraneous vibration on earth's surface; so that have an impact and even endanger, the accumulated deformation because locomotive vibration causes can be reduced to the subway construction of soft foundation.As shown in Figure 1, inputted vibration shock wave 2 is formed and exports shock wave vibratory 3 after basic railway roadbed 1 and lining structure of metro section of jurisdiction 4.
The paver of described elasticity lightweight layer of concrete comprises the compound of concrete and EPS particle, lightweight flexible medium is included in this mixing elasticity lightweight railway roadbed material, the vibrational energy decay making transmission propagate like this, its energy attenuation reaches more than 20dB, and the effect of its damping vibration-isolating is more obvious.
Describedly build in material, concrete carries out proportioning according to the requirement of C35, and the density of EPS particle is 12 ~ 15kg/m
3, the particle diameter of EPS particle is 1 ~ 2mm; The Stringency determination concrete required according to damping and the volume ratio of EPS particle, damping requires higher, and the content of EPS particle is larger: according to the damping requirement in hospital, theater region, and the volume ratio of concrete and EPS particle is 2:3,2:2 or 2:1; According to the damping requirement of station areas, the volume ratio of concrete and EPS particle is 1:1,2:1 or 3:1; According to the damping requirement of general area, the volume ratio of concrete and EPS particle is 3:2,3:1 or 4:1.
Based on the subway damping vibration-isolating elasticity mixing light railway roadbed laying method of inventive concept, specifically comprise the steps:
1, according to the damping requirement of zones of different, test in indoor, determine the volume ratio mixing concrete and EPS particle in elasticity lightweight railway roadbed material;
2, concrete carries out proportioning according to the requirement of C35, and the density of EPS particle is 12 ~ 15kg/m
3, the particle diameter of EPS particle is 1 ~ 2mm; According to the volume ratio determined, mixing elasticity lightweight railway roadbed material is mixed, guarantee full and uniform mix;
3, mix is mixed uniformly the computing of elasticity lightweight railway roadbed material to build to scene, vibrating, it is uniform sequential to need, and surfacing, prevents EPS granule partial from piling up, guaranteed strength uniformity;
4, after basic railway roadbed builds end, moisture-keeping maintaining can carry out the construction of follow-up railway roadbed top ballast bed structure layer for 7 days.
The above is only the preferred embodiment of the present invention; be noted that for those skilled in the art; under the premise without departing from the principles of the invention, can also make some improvements and modifications, these improvements and modifications also should be considered as protection scope of the present invention.
Claims (4)
1. a subway damping vibration-isolating elasticity mixing light railway roadbed, is characterized in that: comprise elasticity lightweight layer of concrete, railway roadbed based on the bottom that described elasticity lightweight layer of concrete is arranged on subgrade of metro; Described elasticity lightweight layer of concrete build the compound that material comprises concrete and EPS particle; Describedly build in material, the Stringency determination concrete required according to damping and the volume ratio of EPS particle, damping requires higher, and the content of EPS particle is larger, is specially:
According to the damping requirement in hospital, theater region, the volume ratio of concrete and EPS particle is 2:3,2:2 or 2:1; According to the damping requirement of station areas, the volume ratio of concrete and EPS particle is 1:1,2:1 or 3:1; According to the damping requirement of general area, the volume ratio of concrete and EPS particle is 3:2,3:1 or 4:1.
2. subway damping vibration-isolating elasticity mixing light railway roadbed according to claim 1, is characterized in that: described in build in material, concrete carries out proportioning according to the requirement of C35, and the density of EPS particle is 12 ~ 15kg/m
3, the particle diameter of EPS particle is 1 ~ 2mm.
3. subway damping vibration-isolating elasticity mixing light railway roadbed according to claim 1, is characterized in that: described in build material and mix after-pouring basis of formation railway roadbed.
4. subway damping vibration-isolating elasticity mixing light railway roadbed according to claim 1, is characterized in that: the thickness of described basic railway roadbed is 25 ~ 30cm.
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| CN104594136B (en) * | 2014-12-17 | 2016-08-24 | 东南大学 | Subway damping vibration-isolating elasticity mixing light railway roadbed controls technique |
| CN106186869A (en) * | 2016-07-12 | 2016-12-07 | 东南大学 | Subway vibration damping and vibration isolation railway roadbed lightweight precast concrete part preparation method |
| CN106186870A (en) * | 2016-07-12 | 2016-12-07 | 东南大学 | Subway vibration damping and vibration isolation lightweight concrete is combined railway roadbed manufacture method |
| CN106245466A (en) * | 2016-10-09 | 2016-12-21 | 北京交通大学 | Combined elastic ballast bed structure |
| CN106283943A (en) * | 2016-10-09 | 2017-01-04 | 北京交通大学 | Elastic roadbed structure |
| CN108467225B (en) * | 2018-03-14 | 2019-08-06 | 东南大学 | A kind of trielement composite material subway vibration-damping ballast production method |
| CN108383439A (en) * | 2018-03-14 | 2018-08-10 | 东南大学 | A kind of binary composite subway vibration-damping ballast production method |
| CN108383431A (en) * | 2018-03-28 | 2018-08-10 | 东南大学 | A kind of durability lightweight concrete production method of vibration damping and vibration isolation railway roadbed |
| CN109811598B (en) * | 2019-01-11 | 2021-02-05 | 山东科技大学 | Vibration damping structure and method for traffic load generation |
| CN111058339B (en) * | 2019-12-06 | 2021-09-10 | 华东交通大学 | Adjustable quasi-periodic photonic crystal fastener system |
| CN113622944B (en) * | 2021-08-31 | 2023-05-23 | 广州大学 | Tunnel structure for isolating subway vibration and design method of vibration isolation layer |
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