CN109811598B - Vibration damping structure and method for traffic load generation - Google Patents
Vibration damping structure and method for traffic load generation Download PDFInfo
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Abstract
The invention relates to a vibration damping method for traffic (high-speed rail, subway and the like) load generation. The frequency range generated by the vibration of high-speed rails, subways and the like is about 1-1000Hz, the frequency band is wide, and the frequency components are complex. The existing traditional vibration reduction technology has single absorption frequency component and cannot perform vibration isolation treatment on the whole frequency band. The method comprises the following steps: 1) pasting 3-5cm of Duxseal on the inner side of the pipe piece above the standard height line of the tunnel track bed in the subway, high-speed rail and other sections; 2) excavating a foundation soil body, wherein the width is about 5-12m, the depth is about 2.5-6m, and the Duxseal particles, the rubber particles and the soil body are mixed according to the weight ratio of about 1: 1: after uniformly mixing the materials according to the volume mixing ratio of 9, backfilling the materials to the depth of about 1-4m, and tamping the materials to a designed elevation; 3) duxseal granules, rubber granules, concrete were mixed in a ratio of about 1: 1: and after being mixed uniformly according to the volume mixing ratio of 16, the mixture is buried to an interlayer-substrate of the ballast bed and the lining. The invention absorbs part of vibration reflection energy generated by traffic load by increasing the damping coefficient of the duct piece and the foundation, thereby reducing the environmental vibration pollution.
Description
Technical Field
The invention belongs to the field of vibration reduction of traffic vibration of subways, high-speed railways and the like, and particularly relates to a vibration reduction method for traffic load generation.
Background
With the rapid development of urban construction, the problem of environmental vibration pollution caused by traffic (high-speed rail, subway and the like) load is increasingly strong and frequent. The load action of traffic (high-speed rail, subway and the like) often generates strong vibration on the ground surface, and the vibration wave is transmitted to the surface and the foundation of the peripheral ground layer through the soil medium, so that the normal production and life of human beings are inevitably endangered, particularly the production and the use of the structure safety and the precision instruments of adjacent buildings. The problem of environmental vibration is increasing to become a non-negligible social public nuisance.
The existing vibration reduction and noise reduction method mainly comprises three categories of vibration source active vibration reduction, vibration transmission path cutting and vibration isolation of a vibration receiving body according to the vibration generation mechanism, the transmission characteristic and the response characteristic of the vibration receiving body. The active vibration reduction method of the vibration source comprises steel rail vibration reduction, vehicle vibration reduction and the like; the method for cutting off the vibration propagation path comprises vibration isolation ditch vibration isolation, pile arrangement vibration isolation, wave resistance block vibration isolation and the like; the vibration isolation method of the vibration receiving body includes barrier vibration isolation, base vibration isolation and the like. The traditional vibration isolation methods are slightly insufficient by integrating indexes such as vibration isolation effect, construction method, economic benefit and the like. For example, the vibration reduction ballast bed mainly applied to the rail transit construction has the disadvantages that the early manufacturing process is slightly complicated, a plurality of uncertain factors exist in concrete manufacturing, curing and pouring, the concrete is not corrosion-resistant, and the daily inspection and maintenance are inconvenient; the traditional wave drag plate is made of concrete, has good vibration and noise reduction effects, but is slightly complicated in construction due to the inherent property of the concrete and greatly influenced by objective factors.
In addition, the vibration response frequency range generated by the traffic load of high-speed rails, subways and the like is about 1-1000Hz, the frequency band is wide, the frequency components are complex, and the low-frequency, medium-frequency and high-frequency components are included. The existing traditional vibration isolation methods at home and abroad have single frequency absorption component, are mostly focused on vibration isolation of high-frequency waves, have poor low-frequency wave and medium-frequency wave isolation effects, and are researched a few, for example, HWIB has a good low-frequency vibration isolation effect, but is only limited to low frequencies below 10Hz, and has poor medium-frequency and high-frequency vibration isolation effects.
Duxseal as an industrial filler has good damping performance, absorbs partial vibration reflection energy, has the advantages of high fire resistance, corrosion resistance and the like, and can improve the safety and durability of a use site while damping vibration. In 1985, c.j.coe introduced the concept of "absorption boundary" which was the first time to use Duxseal as a boundary material on the inside wall of a dynamic centrifugal model box to absorb the reflected energy due to it. In 2011, under the background of free field vibration of a soil body, a large geotechnical centrifuge model container with a Duxseal inner wall and an in-box vibrating table system are used for seismic simulation, and the characteristic that the Duxseal absorbs vibration energy is proved. At present, Duxseal materials are mostly used for industrial fillers or dynamic centrifugal model tests, and Duxseal is not used as a vibration isolation material.
Disclosure of Invention
The invention aims to provide a vibration damping method for traffic (high-speed rail, subway and the like) load generation, which has high vibration damping efficiency, can simultaneously perform vibration damping treatment on the whole vibration frequency band, has the advantages of simple construction, low manufacturing cost and the like, and can better reduce the environmental vibration pollution.
The invention is specifically explained from vibration reduction of subway, but is not limited to subway direction, and is also applicable to other fields.
In order to achieve the technical purpose, the technical scheme adopted by the invention is as follows:
a vibration damping structure for traffic (high-speed rail, subway and the like) load generation is characterized in that a structural layer I formed by pouring vibration damping and noise reduction materials Duxseal, rubber particles and concrete is paved in a foundation;
or backfilling a structural layer II consisting of Duxseal particles, rubber particles and soil in the foundation.
The research of the application finds that: although Duxseal has good damping performance, due to the fact that vibration response frequency bands generated by high-speed rails and subways are wide and frequency components are complex, due to the fact that Duxseal is adopted as a vibration isolation material alone, the expected damping effect is difficult to achieve. Therefore, the application discovers through systematic research and large-scale groping that: the rubber particles have poor absorption effect on low-frequency and medium-frequency components, the attenuation effect of high-frequency vibration is good, and the effect is better when the frequency is higher; the Duxseal mainly absorbs low-frequency, medium-frequency and medium-high frequency components, and has the characteristic of relatively poor vibration isolation effect of the high-frequency components; mixing Duxseal particles and rubber particles, using the mixture and a soil body as a backfill soil layer of a foundation, obviously improving the vibration isolation effect, comprehensively absorbing low-frequency, medium-frequency and high-frequency components, and simultaneously performing vibration isolation treatment on the whole frequency band range.
On the other hand, the Duxseal particles and the rubber particles are mixed and cast with concrete to form a concrete substrate, so that the vibration isolation effect can be effectively improved, low-frequency, medium-frequency and high-frequency components are comprehensively absorbed, and the requirement of simultaneously isolating the whole frequency band range is met.
In some embodiments, the vibration and noise reduction material Duxseal is laid on the inside of the tube sheet above the level of the tunnel bed.
In some embodiments, the structural layer I is buried to a depth of about 1.5-5m from the surface of the ballast bed, the laying thickness is about 1-4m, the center of the vibration source is taken as a midpoint, and the laying width is about 5-12 m.
In some embodiments, the depth of the structural layer II buried from the surface of the ballast bed is about 2.5-6m, the backfill depth is 1-4m, the center of the vibration source is taken as a midpoint, and the laying width is about 5-12 m.
In some embodiments, the thickness of the layer of vibration and noise reduction material Duxseal laid on the inner side of the tube sheet is 3-5 cm.
The application has the advantages that the hardness can be controlled by changing the type of the rubber particles and the dosage of the formula components, and the requirements of rigidity and strength in all directions are met. Therefore, in some embodiments, the volume ratio of the Duxseal particles to the rubber particles to the concrete is 1-3: 1-2: 16 to 20.
In some embodiments, the Duxseal particles, rubber particles, soil are present in a ratio of about 1-2: 1-5: mixing at a volume ratio of 9-15.
The molecular structure of the rubber, such as whether the main chain is saturated or not, whether the side group has polarity or not, the quantity of the side group and the like, has a decisive influence on the damping performance of the material. Thus, in some embodiments, the rubber particles of the present application are hydrogenated nitrile rubber HNBR, ethylene propylene rubber EPDM, silicone rubber.
Interpretation of terms:
the hydrogenated nitrile rubber has good oil resistance, has good heat resistance, excellent chemical corrosion resistance, excellent ozone resistance and higher compression permanent deformation resistance due to a highly saturated structure, and has the characteristics of high strength, high tearing performance, excellent wear resistance and the like. The density is 950 to 1000kg/m3. Wherein the high nitrile density is 980kg/m3(ii) a A Mooney viscosity center value of 70; the acrylonitrile content was 44%.
Ethylene propylene rubber EPDM: good stability, excellent aging resistance, excellent high temperature resistance, low temperature resistance, water resistance, ozone resistance, ultraviolet resistance and other properties. Can be used in the natural environment of sunshine, humidity and cold for a long time. The raw rubber has a density of 860 to 900kg/m3Is the common rubber with the lightest raw rubber density; mooney viscosity in the range of 20 to 100; volume resistivity 1016Q cm; the breakdown voltage is 30-40 MV/m, and the dielectric constant (1kHz, 20 ℃) is 2.27; the minimum use temperature is-40 to-60 ℃.
Silicon rubber: the silicon rubber has good low temperature resistance, can generally work at-55 ℃, has outstanding heat resistance, can work for a long time at 180 ℃, and has excellent weather resistance and insulating property. Its Young's modulus of elasticity cannot be generally defined except in a small strain range (modulus of elasticity of 5 MPa); the density is 980kg/m3。
The invention also provides a vibration damping method for traffic (high-speed rail, subway and the like) load generation, and according to different vibration damping requirements, the laying position of the Duxseal comprises the following three conditions:
a) laying Duxseal only on the inner side of the duct piece above the standard height line of the subway equal-interval tunnel track bed;
b) only filling Duxseal and rubber particles in concrete bases and foundations such as subways;
c) and laying Duxseal on the inner side of the pipe piece above the standard line of the tunnel track bed, and filling the Duxseal and rubber particles in the concrete base and the foundation.
The invention discloses a vibration damping method, which uses Duxseal materials and rubber particles to control vibration environmental pollution generated by earthquake, traffic (high-speed rail, subway and the like), machine operation, blasting, piling and other human activities.
The invention also provides a high-speed rail foundation structure, wherein a structural layer I formed by pouring vibration and noise reduction materials Duxseal, rubber particles and concrete is paved in the high-speed rail foundation;
or backfilling a structural layer II consisting of Duxseal particles, rubber particles and soil in the high-speed rail foundation.
The invention also provides a subway tunnel structure, wherein a structural layer I formed by pouring vibration and noise reduction materials Duxseal, rubber particles and concrete is paved in the foundation of the subway;
or/and backfilling a structural layer II consisting of Duxseal particles, rubber particles and soil in the foundation of the subway;
or/and laying Duxseal on the inner side of the pipe piece above the standard height line of the tunnel track bed.
The invention has the beneficial effects that:
(1) the dual-purpose vibration isolation material can simultaneously perform vibration isolation treatment on the whole vibration frequency band range, is simple in construction, low in construction cost and low in manufacturing cost, is not easily influenced by objective factors, is stable in property, has no special requirement on the flatness of a construction site, and achieves the purposes of vibration attenuation and noise reduction by increasing the damping coefficients of the duct pieces and the roadbed; in addition, the selected material Duxseal has the performances of low fire resistance, high corrosion resistance, long service life and the like, and is favorable for improving the safety and durability of a use place.
(2) The invention lays Duxseal on the inner side of the duct piece and in the foundation, belongs to the damping vibration attenuation and noise reduction technology, and utilizes the damping loss performance of the system to convert the energy of mechanical vibration into heat energy or other energy which can be consumed, thereby achieving the vibration attenuation and noise reduction effect.
Drawings
The accompanying drawings, which are incorporated in and constitute a part of this application, illustrate embodiments of the application and, together with the description, serve to explain the application and are not intended to limit the application.
Fig. 1 is a schematic structural diagram of the inner side laying of the subway segments.
Fig. 2 is a schematic structural view of Duxseal and rubber particles embedded in the subway foundation of the invention.
Fig. 3 is a schematic structural diagram of the dual seal laid on the inner side of the subway pipe piece and the dual seal and rubber particles filled in the foundation.
FIG. 4 is a schematic diagram of the structure of the Duxseal and rubber particles embedded in the basic body of the high-speed railway
Fig. 5 is a schematic structural diagram of Duxseal and rubber particles filled in the foundation below the mechanical operation base of the invention.
FIG. 6 is a graph showing the distance-dependent change of amplitude attenuation coefficient of horizontal displacement of the ground surface with 9m width and 1.5m thickness of a Duxseal and rubber particle foundation buried and mixed at a position 4.0m from the ground surface on the top surface under the vertical shock excitation effect.
FIG. 7 is a graph showing that the vertical vibration excitation of the ground surface is calculated by a boundary element method, the Duxseal and the rubber particle foundation are buried and mixed at a position 4.0m away from the ground surface on the top surface, the width is 9m, the thickness is 1.5m, and the amplitude attenuation coefficient of the vertical displacement of the ground surface changes with the distance.
Fig. 8 is a time course curve of the vibration acceleration of the subway station under the action of the moving load.
Fig. 9 is a frequency spectrum curve of the vibration acceleration of the subway station under the action of the moving load.
In the figure: 1-segment lining, 2-primer, 3-Duxseal, 4-track bed, 5-concrete foundation, 6-lining surrounding soil, 7-bed surface layer, 8-bed bottom layer, 9-stress plate, 10-wood template, 11-roadbed body, 12-foundation, 13-track plate, 14-CA mortar layer, 15-concrete supporting layer, 16-S load, 17-running machine, 18-foundation, 19-rubber particle
Detailed Description
It should be noted that the following detailed description is exemplary and is intended to provide further explanation of the disclosure. Unless defined otherwise, all technical and scientific terms used herein have the same meaning as commonly understood by one of ordinary skill in the art to which this application belongs.
It is noted that the terminology used herein is for the purpose of describing particular embodiments only and is not intended to be limiting of example embodiments according to the present application. As used herein, the singular forms "a", "an" and "the" are intended to include the plural forms as well, and it should be understood that when the terms "comprises" and/or "comprising" are used in this specification, they specify the presence of stated features, steps, operations, devices, components, and/or combinations thereof, unless the context clearly indicates otherwise.
As introduced in the background art, the vibration isolation method aims at the problems that the existing vibration isolation method has single absorption frequency component and poor low-frequency wave and medium-frequency wave isolation effect. Therefore, the invention provides a method for damping subway vibration, which comprises the following steps:
1) after the shield is propelled to form a tunnel, excavating foundation soil below a bottom lining, wherein the width is about 5-12m, the depth is about 2.5-6m, and Duxseal particles, rubber particles and soil are excavated according to the proportion of about 1: 1: and after uniformly mixing the materials according to the volume mixing ratio of 9, backfilling the materials to the depth of about 1-4m, tamping the materials to a designed elevation, and if the backfilling width exceeds the width of the lining, backfilling the foundation at the periphery of the tunnel lining below the standard height line of the track bed by using the same backfilling materials.
2) Assembling prefabricated or cast-in-situ tunnel lining rings. And when the shield is pushed for a ring distance, assembling or cast-in-place a ring lining under the shield tail support, and injecting cement mortar into a gap at the periphery of the lining ring to prevent the tunnel and the ground from sinking. Duxseal granules, rubber granules, concrete were mixed in a ratio of about 1: 1: and after being mixed uniformly according to the volume mixing ratio of 16, the mixture is buried to a ballast bed and a lining interlayer-substrate.
4) Cleaning the inner side of a pipe piece above the elevation line of a subway interval tunnel track bed, painting primer, laying 3-5cm of Duxseal, and fixing a vibration damping material after laying;
5) spraying an isolation layer, and carrying out subsequent normal procedures.
The Duxseal is a rubber mixture industrial filler with poor hardness and the density of 1650kg/m3Young's modulus 8MPa, Poisson's ratio 0.46.
In order to make the technical solutions of the present invention more clearly understood by those skilled in the art, the technical solutions of the present invention will be described in detail below with reference to specific embodiments.
Example 1
Referring to fig. 2 to 4, the present embodiment specifically includes the following steps:
1) after the shield is pushed to form a tunnel, excavating foundation soil below a bottom lining, wherein the width is about 5-12m, the depth is about 2.5-6m, and Duxseal particles and rubber particles (prepared from hydrogenated nitrile butadiene rubber HNBR and silicon rubber in a mass ratio of 1: 1, the particle size is 18-22 mm), and the ratio of the soil to the total weight is about 1: 1: and after uniformly mixing the materials according to the volume mixing ratio of 9, backfilling the materials to the depth of about 1-4m, tamping the materials to a designed elevation, and if the backfilling width exceeds the width of the lining, backfilling the foundation at the periphery of the tunnel lining below the marking height line of the ballast bed by using the same backfilling materials.
2) Assembling prefabricated or cast-in-situ tunnel lining rings. And when the shield is pushed for a ring distance, assembling or cast-in-place a ring lining under the shield tail support, and injecting cement mortar into a gap at the periphery of the lining ring to prevent the tunnel and the ground from sinking.
3) Duxseal granules, rubber granules, concrete were mixed in a ratio of about 1: 1: and after being mixed uniformly according to the volume mixing ratio of 16, the mixture is buried to a ballast bed and a lining interlayer-substrate.
4) Cleaning the inner side of a pipe piece above the elevation line of a subway section tunnel track bed, brushing a primer, paving 3-5cm of Duxseal by adopting high-temperature and high-pressure spraying equipment or a blade coating process, and fixing a material after paving is finished so as to improve the bonding strength of the material and the pipe piece and prevent the material from falling off;
5) and after the construction is finished, performing subsequent procedures such as pouring concrete on the ballast bed and the like.
Example 2
The construction method is basically the same as that of the embodiment 1, except that the Duxseal particles and the soil body are mixed in a ratio of about 2: after the mixture is evenly mixed according to the volume ratio of 9, the maximum ground surface acceleration of the subway is from 3.95 multiplied by 10 after the mixture is backfilled to the depth of about 1.7m-2g reduction was 2.83X 10-2g, the damping effect is about 28%.
Example 3
The construction method is basically the same as that of example 1, except that the rubber particles and the soil are mixed in a ratio of about 2: after the mixture is evenly mixed according to the volume ratio of 9, the maximum acceleration of the subway ground surface is 3.95 multiplied by 10 after the mixture is backfilled to the depth of about 1.7m-2g reduction was 2.65X 10- 2g, the damping effect is about 33%.
Example 4
The construction method is basically the same as that of example 1, except that the rubber particles are all hydrogenated nitrile butadiene rubber HNBR, and the damping effect is about 39%
Example 5
The construction method was substantially the same as in example 1, except that the rubber particles were entirely of silicone rubber, and the vibration-damping effect was about 41%.
The invention has been tested and researched by numerical simulation and field test, and the vibration damping effect is obvious. Based on a two-dimensional semi-analytic boundary element method, a calculation program is compiled, and under the action of vertical excitation (f is 18Hz), the vibration isolation effect of the Duxseal and the rubber particle materials is researched, wherein Duxseal and the rubber particle are not contained in the homogeneous elastic soft soil foundation, the width of the Duxseal and the rubber particle is 9m when the Duxseal and the rubber particle are filled and mixed in the homogeneous elastic soft soil foundation with the top surface 4.0m away from the ground surface, and the ground surface displacement amplitude is 1.5m thick (as shown in figures 6 and 7). The results show that: the average amplitude of the horizontal displacement of the earth surface is reduced by about 34 percent from 0 to 40m of the vibration source, namely the damping effect of the horizontal displacement is about 34 percent; the vertical displacement amplitude of the earth surface is reduced by about 41 percent on average, namely the vertical displacement vibration isolation effect is about 41 percent. FIGS. 8 and 9 show the running speed of the train at 80km/h respectivelyUnder the condition, a time-course curve and a frequency spectrum curve of the ground surface vibration acceleration of the subway station are tested on site when the foundation is about 3m deep from the surface of the ballast bed and the damping material is embedded. As can be seen from FIG. 8(a), the maximum acceleration of the ground surface vibration is about 3.95X 10 when no vibration isolation measure is taken-2g. As can be seen from fig. 8(b), the rubber particles, soil mass, were mixed in a ratio of about 2: after the mixture with the volume mixing ratio of 9 is uniformly mixed, the maximum vibration acceleration of a time table with the thickness of about 1.7m in a backfilled foundation is about 2.65 multiplied by 10-2g, the damping effect is about 33%. As can be seen from fig. 8(c), Duxseal, the soil mass was measured at a ratio of about 2: after the mixture with the volume mixing ratio of 9 is uniformly mixed, the maximum vibration acceleration of a time table with the thickness of about 1.7m in a backfilled foundation is about 2.83 multiplied by 10-2g, the damping effect is about 28%. As can be seen from fig. 8(d), Duxseal granules, rubber granules, soil mass were mixed in a ratio of about 1: 1: after the mixture with the volume mixing ratio of 9 is uniformly mixed, the maximum vibration acceleration of a time table is about 2.24 multiplied by 10 when the thickness of about 1.7m in a backfilled foundation-2g, the damping effect is about 43%. As can be seen from FIG. 9, the rubber particles have better effect of absorbing high frequency components, and the higher the frequency is, the better the effect is; the Duxseal has better effects of absorbing low-frequency, medium-frequency and medium-high frequency components, and has poorer vibration isolation effect on high-frequency components; duxseal particles, rubber particles, soil in a ratio of about 1: 1: 9 volume proportion mixing, absorbing low frequency, intermediate frequency and high frequency components simultaneously, the frequency absorption range widens, and the damping effect obviously improves, and Duxseal granule, rubber granule have played synergistic effect in the aspect of ground shock attenuation.
It should be noted that the above-mentioned embodiments are only preferred embodiments of the present invention, and the present invention is not limited thereto, and although the present invention has been described in detail with reference to the foregoing embodiments, it will be apparent to those skilled in the art that modifications and equivalents can be made in the technical solutions described in the foregoing embodiments, or equivalents thereof. Any modification, equivalent replacement, or improvement made within the spirit and principle of the present invention should be included in the protection scope of the present invention. Although the embodiments of the present invention have been described with reference to the accompanying drawings, it is not intended to limit the scope of the present invention, and it should be understood by those skilled in the art that various modifications and variations can be made without inventive efforts by those skilled in the art based on the technical solution of the present invention.
Claims (5)
1. A vibration damping structure for traffic load production which characterized in that: laying a structural layer I formed by pouring vibration and noise reduction materials Duxseal, rubber particles and concrete in a foundation;
the structural layer I is formed by mixing Duxseal particles, rubber particles and concrete uniformly and then burying the mixture;
or backfilling a structural layer II consisting of Duxseal particles, rubber particles and soil in the foundation;
the structural layer II is formed by mixing Duxseal particles and rubber particles, uniformly mixing with a soil body, backfilling and tamping;
the buried depth of the structural layer I from the surface of the ballast bed is 1.5-5m, the laying thickness is 1-4m, the center of the vibration source is taken as the midpoint, and the laying width is 5-12 m;
the buried depth of the structural layer II from the surface of the ballast bed is 2.5-6m, the backfill depth is 1-4m, the center of the vibration source is taken as the midpoint, and the paving width is 5-12 m;
the volume ratio of the Duxseal particles to the rubber particles to the concrete is 1-3: 1-2: 16-20 parts of;
the rubber particles are at least one of hydrogenated nitrile rubber HNBR, ethylene propylene rubber EPDM or silicon rubber.
2. The vibration damping structure according to claim 1, wherein the Duxseal particles, the rubber particles and the soil are mixed in a ratio of 1-2: 1-5: mixing at a volume ratio of 9-15.
3. A vibration damping method for traffic load generation is characterized in that the laying position of Duxseal comprises the following two conditions:
a) only filling Duxseal and rubber particles in a subway concrete substrate and a foundation;
b) and laying Duxseal on the inner side of the pipe piece above the standard line of the tunnel track bed, and filling the Duxseal and rubber particles in the concrete base and the foundation.
4. A high-speed rail foundation structure is characterized in that a structural layer I formed by pouring vibration and noise reduction materials Duxseal, rubber particles and concrete is paved in a high-speed rail foundation;
the structural layer I is formed by mixing Duxseal particles, rubber particles and concrete uniformly and then burying the mixture;
or backfilling a structural layer II consisting of Duxseal particles, rubber particles and soil in the high-speed rail foundation;
the structural layer II is formed by mixing Duxseal particles and rubber particles, uniformly mixing with a soil body, backfilling and tamping;
the rubber particles are at least one of hydrogenated nitrile rubber HNBR, ethylene propylene rubber EPDM or silicon rubber.
5. A subway tunnel structure is characterized in that a structural layer I formed by pouring vibration and noise reduction materials Duxseal, rubber particles and concrete is paved in a subway foundation;
the structural layer I is formed by mixing Duxseal particles, rubber particles and concrete uniformly and then burying the mixture;
or/and backfilling a structural layer II consisting of Duxseal particles, rubber particles and soil in the foundation of the subway;
the structural layer I is formed by mixing Duxseal particles, rubber particles and concrete uniformly and then burying the mixture;
the rubber particles are at least one of hydrogenated nitrile rubber HNBR, ethylene propylene rubber EPDM or silicon rubber.
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| CN112081603B (en) * | 2020-09-22 | 2022-07-19 | 山东科技大学 | Vibration-damping and noise-preventing subway tunnel system and construction method |
| CN113355954B (en) * | 2021-04-20 | 2021-12-17 | 北京城建设计发展集团股份有限公司 | Improved vibration damping method for rail transit structure |
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Effective date of registration: 20231218 Address after: No. 15 Kaiyuan Road, High tech Zone, Jining City, Shandong Province, 272199 Patentee after: Shandong Mingde Machinery Co.,Ltd. Address before: 579 qianwangang Road, Huangdao District, Qingdao City, Shandong Province Patentee before: SHANDONG University OF SCIENCE AND TECHNOLOGY |