CN112698383A - Method and system for predicting environmental vibration caused by urban rail transit - Google Patents
Method and system for predicting environmental vibration caused by urban rail transit Download PDFInfo
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Abstract
The invention discloses a method and a system for predicting environmental vibration caused by urban rail transit, wherein the method comprises the following steps: acquiring the vibration speed of the simply supported concrete box girder of the urban rail transit overhead train at different speeds; carrying out frequency spectrum analysis on the vibration speed to obtain an analysis result; calculating according to the train-track-bridge coupling analysis model to obtain a frequency spectrum result; comparing the analysis result with the frequency spectrum result, and finding that a first peak frequency related to a structure predicted according to a theoretical formula corresponds to a second frequency related to a periodic excitation frequency; environmental vibration caused by urban rail transit is predicted. The method is used for predicting the environmental vibration caused by urban rail transit by explaining the physical significance of the peak frequency of the test beam within the range of 100 Hz.
Description
Technical Field
The invention relates to the technical field of urban rail transit, in particular to a method and a system for predicting environmental vibration caused by urban rail transit.
Background
When a train runs on the urban rail, wheel-rail interaction can be generated, vibration can be generated, and the vibration is transmitted to the ground along the bridge piers. The ground vibration and the structural noise can cause pollution to the environment, and how to predict the environmental vibration caused by urban rail transit becomes a technical problem which needs to be solved urgently at present.
Disclosure of Invention
The invention aims to provide a method and a system for predicting environmental vibration caused by urban rail transit, which are used for explaining the physical significance of peak frequency within a 100Hz range of a test beam and predicting the environmental vibration caused by the urban rail transit.
In order to achieve the purpose, the invention provides the following scheme:
a method for predicting environmental vibration caused by urban rail transit comprises the following steps:
acquiring the vibration speed of the simply supported concrete box girder of the urban rail transit overhead train at different speeds;
carrying out frequency spectrum analysis on the vibration speed to obtain an analysis result;
calculating according to the train-track-bridge coupling analysis model to obtain a frequency spectrum result;
comparing the analysis result with the frequency spectrum result, and finding that a first peak frequency related to a structure predicted according to a theoretical formula corresponds to a second frequency related to a periodic excitation frequency;
environmental vibration caused by urban rail transit is predicted.
Specifically, the speeds of the urban rail transit overhead train are 60km/h and 80 km/h.
Specifically, the vibration speed includes a vibration speed of the simple concrete box girder before the urban rail transit overhead train passes through, a vibration speed of the simple concrete box girder when the urban rail transit overhead train passes through, and a vibration speed of the simple concrete box girder after the urban rail transit overhead train passes through.
Specifically, the first peak frequency and the second peak frequency are both in the range of 0-100 Hz.
Specifically, the train-track-bridge coupling analysis model is established by modeling a steel rail, a track plate and a main beam by using an euler beam theory, and is solved by using a periodic structure theory.
An urban rail transit-induced environmental vibration prediction system comprising:
the system comprises an acquisition module, a storage module and a control module, wherein the acquisition module is used for acquiring the vibration speed of the simply supported concrete box girder of the urban rail transit overhead train at different speeds;
the analysis module is used for carrying out frequency spectrum analysis on the vibration speed to obtain an analysis result;
the calculation module is used for calculating according to the train-track-bridge coupling analysis model to obtain a frequency spectrum result;
the comparison module is used for comparing the analysis result with the frequency spectrum result and finding that a first peak frequency related to a predicted structure according to a theoretical formula corresponds to a second frequency related to a periodic excitation frequency;
and the prediction module is used for predicting the environmental vibration caused by the urban rail transit.
Specifically, the vibration speed includes a vibration speed of the simple concrete box girder before the urban rail transit overhead train passes through, a vibration speed of the simple concrete box girder when the urban rail transit overhead train passes through, and a vibration speed of the simple concrete box girder after the urban rail transit overhead train passes through.
Specifically, the train-track-bridge coupling analysis model is established by modeling a steel rail, a track plate and a main beam by using an euler beam theory, and is solved by using a periodic structure theory.
According to the specific embodiment provided by the invention, the invention discloses the following technical effects:
the invention discloses a method and a system for predicting environmental vibration caused by urban rail transit, wherein the method comprises the following steps: acquiring the vibration speed of the simply supported concrete box girder of the urban rail transit overhead train at different speeds; carrying out frequency spectrum analysis on the vibration speed to obtain an analysis result; calculating according to the train-track-bridge coupling analysis model to obtain a frequency spectrum result; comparing the analysis result with the frequency spectrum result, and finding that a first peak frequency related to a structure predicted according to a theoretical formula corresponds to a second frequency related to a periodic excitation frequency; environmental vibration caused by urban rail transit is predicted. The method is used for predicting the environmental vibration caused by urban rail transit by explaining the physical significance of the peak frequency of the test beam within the range of 100 Hz.
Drawings
In order to more clearly illustrate the embodiments of the present invention or the technical solutions in the prior art, the drawings needed to be used in the embodiments will be briefly described below, and it is obvious that the drawings in the following description are only some embodiments of the present invention, and it is obvious for those skilled in the art to obtain other drawings without inventive exercise.
FIG. 1 is a flow chart of a method for predicting environmental vibration caused by urban rail transit according to an embodiment of the present invention;
FIG. 2 is a schematic side view of a speed sensor arrangement provided by an example of the present invention;
FIG. 3(a) is a graph comparing the frequency spectrum of the free vibration test data of the main beam at 60km/h and the calculated result provided by the embodiment of the invention; FIG. 3(b) is a graph comparing the frequency spectrum of the free vibration test data of the main beam at 80km/h and the calculated result provided by the embodiment of the invention;
FIG. 4(a) is a graph comparing the test data at 60km/h with the calculated frequency spectrum of the forced beam vibration in the 10Hz range provided by the example of the present invention; FIG. 4(b) is a graph comparing the experimental data at 80km/h with the calculated forced beam vibration spectrum over 10Hz, provided by the example of the present invention;
FIG. 5(a) is a graph showing a comparison of the frequency spectra of the test data and the calculated results at 60km/h in the range of 10-100Hz, according to the example of the present invention; FIG. 5(b) is a graph showing a comparison of the frequency spectrum of the test data and the calculated results in the range of 10-100Hz at 80km/h according to the example of the present invention.
Detailed Description
The technical solutions in the embodiments of the present invention will be clearly and completely described below with reference to the drawings in the embodiments of the present invention, and it is obvious that the described embodiments are only a part of the embodiments of the present invention, and not all of the embodiments. All other embodiments, which can be derived by a person skilled in the art from the embodiments given herein without making any creative effort, shall fall within the protection scope of the present invention.
The invention aims to provide a method and a system for predicting environmental vibration caused by urban rail transit, which are used for explaining the physical significance of peak frequency within a 100Hz range of a test beam and predicting the environmental vibration caused by the urban rail transit.
In order to make the aforementioned objects, features and advantages of the present invention comprehensible, embodiments accompanied with figures are described in further detail below.
As shown in fig. 1, the method for predicting the environmental vibration caused by urban rail transit includes:
a method for predicting environmental vibration caused by urban rail transit comprises the following steps:
step 101: acquiring the vibration speed of the simply supported concrete box girder of the urban rail transit overhead train at different speeds;
further, the speed of the urban rail transit elevated train is 60km/h and 80 km/h; the vibration speed comprises the vibration speed of the simple concrete box girder before the urban rail transit overhead train passes through, the vibration speed of the simple concrete box girder when the urban rail transit overhead train passes through and the vibration speed of the simple concrete box girder after the urban rail transit overhead train passes through.
Step 102: carrying out frequency spectrum analysis on the vibration speed to obtain an analysis result;
step 103: calculating according to the train-track-bridge coupling analysis model to obtain a frequency spectrum result;
further, the train-track-bridge coupling analysis model is established by modeling the steel rail, the track plate and the main beam by using an Euler beam theory, and is solved by using a periodic structure theory.
Step 104: comparing the analysis result with the frequency spectrum result, and finding that a first peak frequency related to a structure predicted according to a theoretical formula corresponds to a second frequency related to a periodic excitation frequency;
further, the first peak frequency and the second peak frequency are both in the range of 0-100 Hz.
Step 105: environmental vibration caused by urban rail transit is predicted.
An urban rail transit-induced environmental vibration prediction system comprising:
the system comprises an acquisition module, a storage module and a control module, wherein the acquisition module is used for acquiring the vibration speed of the simply supported concrete box girder of the urban rail transit overhead train at different speeds;
the analysis module is used for carrying out frequency spectrum analysis on the vibration speed to obtain an analysis result;
the calculation module is used for calculating according to the train-track-bridge coupling analysis model to obtain a frequency spectrum result;
the comparison module is used for comparing the analysis result with the frequency spectrum result and finding that a first peak frequency related to a predicted structure according to a theoretical formula corresponds to a second frequency related to a periodic excitation frequency;
and the prediction module is used for predicting the environmental vibration caused by the urban rail transit.
In this embodiment, the vibration speed includes a vibration speed of the simple concrete box girder before the urban rail transit overhead train passes, a vibration speed of the simple concrete box girder when the urban rail transit overhead train passes, and a vibration speed of the simple concrete box girder after the urban rail transit overhead train passes.
In this embodiment, the train-track-bridge coupling analysis model is established by modeling the steel rail, the track slab and the main beam by using an euler beam theory, and the train-track-bridge coupling analysis model is solved by using a periodic structure theory.
The following are specific embodiments provided by the present invention:
first, test background
The environmental vibration caused by the running of a train on a certain Urban Rail Transit (URT) is tested on site. The ground is mainly composed of the quaternary giant-thick soft soil.
Second, test setup
And recording the vibration of the bridge structure and the ground by adopting a speed sensor. As shown in fig. 2, three speed sensors (V1, V2, V3) are arranged in the main girder span. The x, y and z axes are defined along the longitudinal, transverse and vertical directions of the bridge, respectively. Only vertical vibrations, i.e. vibrations along the z-axis, are recorded and interpreted. The sensors V1-V3 are fixed at the bottom of the beam by aluminum frames.
In the test, train speeds in two cases, namely 60 and 80km/h, were set. Dual control of train speed was performed during the test. One is to remind the driver to set a target vehicle speed by entering the cab. The second control is controlled by a stopwatch, which starts when the head of the train reaches the sensor position and stops when the tail leaves. Train speed may be determined by dividing the train length by the stop-watch time.
The time curve is divided into three sections. One is the "pass front" section, corresponding to a train traveling from #25 to # 15. The other is the "post-pass" section, which represents the time period for the train to travel from terminal 11 to terminal 7. The remaining time history belongs to the "pass period" section. The frequency spectrum between the three portions of the vibration velocity recorded by sensor V2 is compared.
The recorded vibration speed before the train passes is generally caused by environmental excitation. And the "post-pass" speed corresponds primarily to the free damping vibration of the excitation source train as it leaves.
Third, analytical model and peak frequency prediction
And establishing an analytic model for the plate-type track on the viaduct, wherein the analytic model is used for solving the vertical dynamic interaction between the train, the track and the bridge beam. The train wheel is characterized by an infinite rail, a discontinuous plate and a plurality of train wheels, and the actual condition of a train/bridge is well reflected. The Euler beam theory is adopted to model the steel rail, the track plate and the main beam, and the theory is suitable for dynamic analysis in a low frequency range. The elastic member of a rail/bridge system, including the rail fasteners, the underlayment under the beam support, is modeled as a distributed spring/damper unit. And (3) analyzing and solving the model of the infinite track, the discontinuous plate and the infinite span beam by adopting a periodic structure theory. Train loads can be introduced either by moving axle loads or by wheeltrack interactions. The advantage of the model is that the contribution of the slab and beam to the train/bridge vibrations can be explicitly taken into account.
The analytical model gives the displacement response of the steel rail and the main beam along with the wheel rail force when the train load moves on the elevated track. The peak frequency is then identified from the response spectrum. The material characteristics of the track beam, the plate beam and the main beam are respectively bending rigidity, linear mass density and hysteretic damping ratio. Those symbols with subscripts 'r','s' and 'b' represent parameters associated with the rail, plate and beam, respectively. For distributed springs under the beam, stiffness, spacing and damping ratio are indicated by subscripts 'rp', 'sp' and 'bp', respectively, corresponding to rail clip, buffer and beam support, respectively. It is assumed that the discontinuous panels have the same length within the span of the main beam. The values of the above parameters can be determined from the design files of the test line and are summarized in table 1.
TABLE 1 materials and geometrical characteristics of wheels, rails and bridges
In the model, the test train is modeled as a plurality of wheels in motion (i.e., 16 wheels of 4 cars). The moving wheels interact by elastic deformation of the rails. Relevant parameters include wheel mass and wheel rail contact stiffness, the values of which are also included in table 1.
In connection with train-track-bridge system structures, characteristic frequencies that may amplify the main beam response in the low frequency range include: (a) the resonance frequency (Hz) of the underlayer upper plate (as a rigid body) is given by:
fi g(b) for the bending resonance frequency (Hz) of the beam on its mount, by solving:
β4＝mb(2πfi g)2/EIbκ＝EIb/kbpl＝L-2dbpand i is an integer and represents the order of the resonance frequency.
fi s(c) Flexural resonance (Hz) of plate girder as free-free girder by solving
cosh(βls)cos(βls)＝1 (5)
β4＝ms(2πfi s)2/EIs
fwt(d) For the wheel/track resonance frequency (Hz), this frequency can be approximated by:
in addition to the characteristic frequencies inherent to the structure, the peak frequency of the bridge response may also be contributed by the repetitive action of the axle load of the vehicle (1, …, 4 associated with the four characteristic distances) and by the periodic excitation frequency of the moving load periodically passing through the track clip and the discontinuity plate, i.e.,
after substituting the relevant parameters into equation (7), the characteristic frequencies and periodic excitation frequencies related to the structure are summarized in tables 2 and 3, respectively.
TABLE 2 characteristic frequency of train-track-bridge structure within 100Hz
| Type (B) | Symbol | Value (Hz) |
| Resonant frequency of the mat panel | fsc | 36.2 |
| Flexural resonance frequency of beam | fi g | 4.5(＝1)；18.2(＝2)；41(＝3)；73(＝4) |
| Plate bending resonance frequency | fi s | 34(＝1)；93(＝2) |
| Wheel track resonance frequency | fwt | 74.4 |
TABLE 3 periodic excitation frequency
Fourthly, interpretation of peak frequency of test data
In this process, the frequency spectrum of the test data will be compared to the predicted results of the analysis/calculation model to interpret the physical meaning of the peak frequency. Because of the peak frequency and not the peak amplitude, the amplitude of the test data and the predicted amplitude are each normalized by a corresponding maximum value within a given frequency range.
The vibration speed recorded before and after the test train passes contains frequency content excited by the environment or contributed by the moving train, and the frequency content is limited to 0-10 Hz.
Theoretically, the ambient excitation can be viewed as white noise of unit amplitude over the entire frequency range. By continuously changing the vibration frequency, the frequency component of the vibration around the beam can be obtained. And for free damping vibration caused by the train, the axle load of the train is applied to a span far enough from the test line for simulation. Because the analysis model is established and solved in the frequency domain, the calculation result directly obtains the response spectrum of the beam.
Fig. 3(a) and (b) compare the normalized amplitude-frequency content of experimental data and calculated results for both ambient and far-field kinetic column excitation. In the figure, the test data for the three sensors are the average of the "before pass" and "after pass" portions for clear comparison. The duration of the "mid-pass" section is about 14s when the train speed is 60km/h, which is relatively long for damping the forced vibration of the train against the main girders. As can be seen from fig. 3(a), the beam vibration is mainly contributed by the environmental excitation, since the analytical curve associated with the environmental excitation serves well as the main curve of the test data plot, except for the peak at the sum. Thus, the free vibration of the beam is significantly amplified around the beam's first bending resonance frequency of 4.5 Hz. As shown, smaller peaks may also be observed at frequency components that are integer multiples of the on-axis excitation frequency.
However, when the train speed increases to 80km/h, the peak value of the test data at does not dominate, and a good correspondence between the peak frequency between the test data and the analysis result with the moving train axle load as input can be observed. Observations show that since the time for the "pass through" section is relatively short (10s) when the train is running at 80km/h, the free vibration of the main beam is mainly controlled by the free damped vibration caused by the running of the train at 80 km/h.
The peak of the test curve in the figure is also explained as for the far field moving train excitation case. It is reliable, that is, the free vibration of the main beam is determined by the bending resonance frequency of the main beam, the loading frequency of the moving shaft and the multiple of the loading frequency. Without contributing significantly to the fastener pass frequency and the plate pass frequency.
The vibration spectrum amplitude of the beam is significant in the frequency ranges of 0-10Hz and 10-100Hz when the train passes through, which shows that the vibration spectrum amplitude of the beam is significant in the frequency ranges of 0-10Hz and 10-100Hz when the train passes through. After being inspired that the test analysis result in the 10Hz range is relatively good with the free vibration of the beam, the free vibration of the beam in the 10Hz range is predicted by using the train axle load as the input of the analysis model again. In the analysis model, train load acts on the test span of the bridge, and the observation point is set as the position of the sensor. The peak frequencies predicted by the analytical model are substantially identical to the peak frequencies of the experimental data, and not only the peak frequencies but also the relative peak amplitudes are very identical to each other.
Considering only the moving axis weight excitation in the analytical model, the peaks of the analytical curve in fig. 4 can be reliably interpreted as contributions of the periodic excitation related to the moving axis load (and multiples thereof) and as the first bending resonance of the beam on its support. As can be seen from fig. 4(a), the peak amplitude is significant compared to the peak contributed. However, when the train speed increases to 80km/h (fig. 4(b)), the difference should be due to the bridge resonance that occurs when the periodic excitation frequency coincides with the natural frequency of the bridge, i.e. for 60km/h (fig. 4 (a)).
The recorded frequency spectrum of the vibration speed of the main beam is very dense in the range of 10-100 Hz. A closer examination showed that the peaks of the spectrum were evenly spaced and the spacing increased with increasing train speed, indicating that these peaks are related to the periodic excitation frequency of the moving axle load. And inputting the train axle load into the analytical model again to obtain the vibration velocity spectrum of the beam. A clear gap between the test curve and the calculated curve can be observed at first sight. However, the frequencies at which the two curves peak are generally consistent, as shown by the inset. It can be seen that the peak separation is 0.7Hz and 1.0Hz for trains running at 60km/h and 80km/h, respectively. As is clear from table 3, these peaks are caused by the periodic excitation of the moving train axle load. In particular, it is the excitation frequency corresponding to the periodic passage of two adjacent vehicles.
In conclusion, the present embodiment has been tested on site in urban elevated rail traffic, and the vibration speeds of the main beam of the train at 60km/h and 80km/h are recorded. And identifying the frequency spectrum peak value of the test data, comparing the frequency spectrum peak value with the analysis/calculation result obtained by the established model, and explaining the test data. Thus, the peaks contributed by the periodic excitation frequency and the characteristic frequencies associated with the train/track/bridge structure can be easily reproduced by the model, which provides a theoretical basis for interpreting the peak frequencies observed by the test data. The method can explain the physical significance of the peak frequency of the test beam within the range of 100Hz and predict the environmental vibration caused by urban rail transit.
The embodiments in the present description are described in a progressive manner, each embodiment focuses on differences from other embodiments, and the same and similar parts among the embodiments are referred to each other.
The principles and embodiments of the present invention have been described herein using specific examples, which are provided only to assist in understanding the core concepts of the present invention; meanwhile, for a person skilled in the art, according to the idea of the present invention, the specific embodiments and the application range may be changed. In view of the above, the present disclosure should not be construed as limiting the invention.
Claims (8)
1. A method for predicting environmental vibration caused by urban rail transit is characterized by comprising the following steps:
acquiring the vibration speed of the simply supported concrete box girder of the urban rail transit overhead train at different speeds;
carrying out frequency spectrum analysis on the vibration speed to obtain an analysis result;
calculating according to the train-track-bridge coupling analysis model to obtain a frequency spectrum result;
comparing the analysis result with the frequency spectrum result, and finding that a first peak frequency related to a structure predicted according to a theoretical formula corresponds to a second frequency related to a periodic excitation frequency;
environmental vibration caused by urban rail transit is predicted.
2. The method for predicting the environmental vibration caused by the urban rail transit according to claim 1, wherein the speed of the urban rail transit overhead train is 60km/h and 80 km/h.
3. The method for predicting the environmental vibration caused by the urban rail transit according to claim 1, wherein the vibration speed comprises a vibration speed of a simple concrete box girder before the urban rail transit overhead train passes through, a vibration speed of a simple concrete box girder when the urban rail transit overhead train passes through, and a vibration speed of a simple concrete box girder after the urban rail transit overhead train passes through.
4. The method for predicting the environmental vibration caused by the urban rail transit according to claim 1, wherein the first peak frequency and the second peak frequency are both in the range of 0-100 Hz.
5. The method for predicting the environmental vibration caused by the urban rail transit system according to claim 1, wherein the train-track-bridge coupling analysis model is established by modeling a steel rail, a track plate and a main beam by using an Euler's beam theory, and is solved by using a periodic structure theory.
6. An urban rail transit caused environmental vibration prediction system, comprising:
the system comprises an acquisition module, a storage module and a control module, wherein the acquisition module is used for acquiring the vibration speed of the simply supported concrete box girder of the urban rail transit overhead train at different speeds;
the analysis module is used for carrying out frequency spectrum analysis on the vibration speed to obtain an analysis result;
the calculation module is used for calculating according to the train-track-bridge coupling analysis model to obtain a frequency spectrum result;
the comparison module is used for comparing the analysis result with the frequency spectrum result and finding that a first peak frequency related to a predicted structure according to a theoretical formula corresponds to a second frequency related to a periodic excitation frequency;
and the prediction module is used for predicting the environmental vibration caused by the urban rail transit.
7. The urban rail transit-induced environmental vibration prediction system according to claim 6, wherein the vibration speed comprises a vibration speed of the simple concrete box girder before the urban rail transit overhead train passes through, a vibration speed of the simple concrete box girder when the urban rail transit overhead train passes through, and a vibration speed of the simple concrete box girder after the urban rail transit overhead train passes through.
8. The system for predicting the environmental vibration caused by the urban rail transit system according to claim 6, wherein the train-track-bridge coupling analysis model is established by modeling the steel rails, the track slabs and the main beams by using an Euler's beam theory, and is solved by using a periodic structure theory.
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