CN113622944A - Design method of tunnel structure and vibration isolation layer for isolating subway vibration - Google Patents
Design method of tunnel structure and vibration isolation layer for isolating subway vibration Download PDFInfo
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- E—FIXED CONSTRUCTIONS
- E21—EARTH OR ROCK DRILLING; MINING
- E21D—SHAFTS; TUNNELS; GALLERIES; LARGE UNDERGROUND CHAMBERS
- E21D11/00—Lining tunnels, galleries or other underground cavities, e.g. large underground chambers; Linings therefor; Making such linings in situ, e.g. by assembling
- E21D11/003—Linings or provisions thereon, specially adapted for traffic tunnels, e.g. with built-in cleaning devices
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- E—FIXED CONSTRUCTIONS
- E21—EARTH OR ROCK DRILLING; MINING
- E21D—SHAFTS; TUNNELS; GALLERIES; LARGE UNDERGROUND CHAMBERS
- E21D11/00—Lining tunnels, galleries or other underground cavities, e.g. large underground chambers; Linings therefor; Making such linings in situ, e.g. by assembling
- E21D11/006—Lining anchored in the rock
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- E—FIXED CONSTRUCTIONS
- E21—EARTH OR ROCK DRILLING; MINING
- E21D—SHAFTS; TUNNELS; GALLERIES; LARGE UNDERGROUND CHAMBERS
- E21D11/00—Lining tunnels, galleries or other underground cavities, e.g. large underground chambers; Linings therefor; Making such linings in situ, e.g. by assembling
- E21D11/04—Lining with building materials
- E21D11/05—Lining with building materials using compressible insertions
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- E21—EARTH OR ROCK DRILLING; MINING
- E21D—SHAFTS; TUNNELS; GALLERIES; LARGE UNDERGROUND CHAMBERS
- E21D11/00—Lining tunnels, galleries or other underground cavities, e.g. large underground chambers; Linings therefor; Making such linings in situ, e.g. by assembling
- E21D11/04—Lining with building materials
- E21D11/10—Lining with building materials with concrete cast in situ; Shuttering also lost shutterings, e.g. made of blocks, of metal plates or other equipment adapted therefor
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Abstract
The invention belongs to the field of rail transit vibration reduction, and relates to a tunnel structure for isolating subway vibration and a design method of a vibration isolation layer. The structure is characterized in that a vibration isolation layer is poured on the outer side of a tunnel lining to replace a synchronous grouting layer. The thickness of the vibration isolation layer is the same as that of a synchronous grouting layer of a subway tunnel, the length of the vibration isolation layer along the longitudinal direction of the tunnel is more than 2 times of the length of the longitudinal projection of an affected building along the tunnel, and the filled vibration isolation material can be a high-molecular elastic material which has fluidity before being filled and meets the requirements on shear strength, bearing capacity and the like after being condensed. On the basis, a set of design method of the vibration isolation layer is established. The structure is matched with a corresponding design method, so that the influence of subway vibration on the surrounding environment can be reduced only by changing the material characteristics of the vibration isolation layer and without changing the structure and construction form of the subway tunnel, and the structure is easy to construct and is economical and feasible.
Description
Technical Field
The invention relates to the technical field of vibration reduction of tunnel engineering and underground space engineering, in particular to a design method of a tunnel structure and a vibration isolation layer for isolating subway vibration.
Background
Along with the continuous development of the construction of urban subway wire nets, the influence of environmental vibration caused by subway operation on surrounding buildings is increasingly obvious. The serious subway vibration problem can cause the vibration of the upper cover or the buildings in the adjacent areas, the work and life of people in the buildings or the use of certain precise instruments can be disturbed. At present, complaints about damage to buildings or influence on lives of residents along the line caused by vibration and noise of subway trains are increasing. Therefore, it is necessary to effectively deal with the vibration problem caused by the subway operation.
At present, the subway vibration treatment mainly comprises three measures of reducing the input intensity of a vibration source, isolating an upper cover building and cutting off a vibration propagation path. The first measure is mainly to realize the vibration reduction of the track by arranging a vibration reduction fastener, a floating slab track bed and other methods on the track, but the unsmooth running of the train is easily caused and the train needs to be replaced regularly; the second measure is mainly to arrange a vibration isolation device on the building foundation, increase a vibration isolation system on the floor slab, increase the rigidity and damping of the floor slab and the like, and is similar to the vibration isolation method of the building, but the subway vibration mainly has the characteristic of wide frequency band, and is different from the vibration isolation mechanism, and the specific vibration isolation thought and method are still to be deeply researched. The third measure is mainly to arrange vibration isolation ditches, vibration isolation walls, wave resistance blocks and the like between a tunnel in which a train runs and a ground surface building, and to cut off the propagation path of vibration source fluctuation to achieve the vibration reduction effect. The classical fluctuation theory shows that obstacles are arranged on the wave propagation path, and the fluctuation can still continue to propagate forwards in the modes of diffraction, scattering and the like; however, if the propagation path of the wave can be blocked in all directions at the vibration source, the influence of the subway vibration on surrounding buildings can be effectively reduced. Therefore, it is necessary to provide a simple and effective construction and design method for blocking the subway vibration propagation path.
Disclosure of Invention
The invention discloses a tunnel structure for isolating subway vibration and a design method thereof, aiming at the problem of vibration and noise of a building on an upper cover or an adjacent area of the subway in the operation process of the subway. On the basis, the second purpose is achieved, and a design method of the vibration isolation layer for isolating subway vibration is provided.
In order to achieve the above object, the present invention provides a tunnel structure for isolating subway vibration, comprising: pouring a vibration isolation layer on the outer side of the lining of the tunnel to replace a synchronous grouting layer; surrounding rocks are arranged outside the vibration isolation layer; the thickness of the vibration isolation layer is the same as that of the synchronous grouting layer of the subway tunnel, and the length of the vibration isolation layer along the longitudinal direction of the tunnel is more than 2 times of the length of the longitudinal projection of the affected building along the tunnel.
Preferably, the material of the vibration isolation layer is a high-molecular elastic material, the vibration isolation layer has good fluidity before being poured, and the vibration isolation layer meets the requirements of preset shear strength, bearing capacity and the like after being poured and condensed.
A design method of a vibration isolation layer for isolating subway vibration comprises the following steps:
step (1): determining a lining vibration time course curve caused by a subway, and determining material dynamic parameters of tunnel surrounding rocks in a vibration isolation area;
step (2): wave equations of various media are established under a cylindrical coordinate system:
wherein k is 1, 2 and 3, which respectively correspond to the lining, the vibration isolation layer and the surrounding rock, ukFor a radial displacement in the respective medium,
the wave speed of the P wave in the corresponding medium;
solving a displacement analytical solution at the earth surface of the affected building by using the boundary conditions, and solving a speed and acceleration analytical solution according to the displacement analytical solution; establishing a relation curve of the shear strength of the vibration isolation layer material and the maximum speed response value of the earth surface where the building is located;
and (3): calculating initial design parameters meeting the vibration requirements of the earth surface building by combining the construction grouting pressure of the tunnel grouting layer, wherein the initial design parameters comprise the shear strength, the Poisson ratio and the like of the vibration isolation layer material;
and (4): establishing dynamic finite element models of an actual tunnel, a vibration isolation layer and surrounding rocks, and performing transient analysis by using dynamic parameters of the surrounding rocks, a lining vibration time course curve and material parameters of the vibration isolation layer to obtain a maximum speed response value of the earth surface where the building is located;
and (5): optimizing material parameters by utilizing a relation curve of the material parameters of the vibration isolation layer and the maximum speed response value of the earth surface where the building is located according to the analysis result of the dynamic finite element model, and obtaining the optimal material parameters meeting the preset vibration reduction requirement after iteration and checking calculation;
and (6): and refining structural parameters of the vibration isolation layer to meet construction requirements.
Preferably, the step (1) comprises: determining a lining vibration time course curve caused by the subway by using a method of field actual measurement or standard recommendation; and performing undisturbed soil dynamic triaxial test on the surrounding rock of the tunnel in the vibration isolation area by adopting a dynamic triaxial apparatus, and determining the material dynamic parameters of the surrounding rock.
Preferably, in the step (2), the tunnel lining vibration caused by the subway is mainly transmitted outwards in the form of P waves, the deformation of various media is still in an elastic state, the boundary conditions are that the stress and the displacement at the interface between the media are equal, and the displacement at infinity of the surrounding rock is zero, and various media comprise a lining, a vibration isolation layer and the surrounding rock.
Preferably, the damping of the dynamic finite element model adopts rayleigh damping, and the expression is [ C ] ═ α [ M ] + β [ K ];
and then, combining the rigidity matrix [ K ] and the mass matrix [ M ] to obtain a damping matrix of the dynamic finite element model.
Preferably, the step (4) of performing transient analysis by using the power parameter of the surrounding rock, the lining vibration time-course curve and the material parameter of the vibration isolation layer to obtain the maximum speed response value of the earth surface where the building is located includes: and solving a dynamic finite element equation by using a lining vibration time-course curve, power parameters of surrounding rocks and material parameters of a vibration isolation layer and adopting a Newmark implicit integration method, and obtaining a maximum speed or acceleration response value of the earth surface of the building through transient analysis.
Preferably, step (6) comprises: the pouring material needs to determine proper particle proportion and additive content, so that the phenomenon of pipe blockage is prevented, and the feasibility of construction is ensured.
Preferably, step (6) is followed by: pouring a vibration isolation layer with optimal material parameters on the outer side of a lining of a tunnel, and specifically: adopting a high-pressure grouting pump, and after pouring the pre-prepared vibration isolation material slurry into the duct piece wall, controlling the initial setting time of the slurry to be 6-10h, wherein the grouting pressure is generally set to be 0.2-0.5 Mpa; when the grouting pressure reaches a set value and the grouting amount reaches more than 90% of a design value, the quality requirement is considered to be met, and grouting is completed.
Preferably, the Poisson's ratio of the vibration isolation layer material after solidification is more than 0.35, and the shear strength is 5-100 MPa.
The invention has at least the following beneficial effects:
according to the invention, a layer of vibration isolation material is directly poured on the outer side of the tunnel lining to replace a synchronous grouting layer, so that the propagation path of vibration waves is obstructed, and the influence of the vibration surrounding environment of the subway is effectively reduced; and the selected vibration isolation material is preferably a high-molecular elastic material taking waste tire particles as a framework, so that the fluidity of the pouring process is considered, the influence of subway vibration on the surrounding environment can be reduced only by changing the material characteristics of the vibration isolation layer and without changing the structure and construction form of a subway tunnel, the construction is easy, economic and feasible, economic and environment-friendly are realized, and the cost is saved. The design method can also provide effective and feasible quantitative basis for the parameter design of the vibration isolation material.
Drawings
Fig. 1 is a schematic view of a tunnel structure for isolating subway vibration according to the present invention.
Fig. 2 is a plan view of the vibration insulating layer of the present invention arranged in the traveling direction of a train.
Fig. 3 is a sectional view showing the arrangement of the vibration insulating layer of the present invention in the traveling direction of a train.
Fig. 4 is a flow chart of a design method of a vibration isolation layer for isolating subway vibration according to the present invention.
Fig. 5 is a calculation result diagram of a design method of a vibration isolation layer for isolating subway vibration according to the present invention.
In the figure: 1-surrounding rock, 2-vibration isolation layer, 3-lining and 4-track bed.
Detailed Description
The invention is further described with reference to the figures and examples.
Referring to the cross-sectional view of the tunnel structure for isolating subway vibration described in fig. 1, the conventional synchronous grouting layer is replaced by a vibration isolation layer, and the thickness of the vibration isolation layer is equal to that of the synchronous grouting layer.
Referring to fig. 2 and 3, the length of the vibration isolation layer along the longitudinal direction of the tunnel is more than 2 times of the projection length of the affected building along the longitudinal direction of the tunnel.
The vibration isolation layer is made of a high-molecular elastic material taking waste tire particles as a framework. The damping ratio of the material can reach 0.05-0.3; the shear strength of the vibration damping material needs to be determined by the design method provided by the invention according to the situation of surrounding rocks, and the general reasonable range is 5-100 Mpa.
The construction process of the vibration isolation layer is as follows: and (3) adopting a high-pressure grouting pump, and after pre-prepared vibration isolation material slurry is poured into the duct piece wall, controlling the initial setting time of the slurry to be 6-10h, wherein the grouting pressure is generally set to be 0.2-0.5 Mpa. When the grouting pressure reaches a set value and the grouting amount reaches more than 90% of a design value, the quality requirement is considered to be met, and grouting is completed.
The steps of the design method of the vibration isolation layer for isolating subway vibration provided by the invention are as follows with reference to FIG. 4:
(1) determining a lining vibration time course curve caused by the subway by using a method of field actual measurement or standard recommendation; and performing undisturbed soil dynamic triaxial test on the surrounding rock of the tunnel in the vibration isolation area by adopting a dynamic triaxial apparatus, and determining the material dynamic parameters of the surrounding rock.
(2) Based on the elastic wave theory, a wave equation of various media under the action of plane P waves is established in a cylindrical coordinate system:
( k 1, 2, 3, corresponding to lining, vibration isolation layer and surrounding rock, respectively, ukFor a radial displacement in the respective medium,
as the P-wave velocity in the corresponding medium). And solving the displacement analytic solution of the earth surface of the affected building by using boundary conditions of equal radial stress and tangential stress at the boundary of different media and continuous equal radial displacement, and further obtaining a speed or acceleration analytic solution. And establishing a relation curve of the shear strength of the vibration isolation layer material and the maximum speed or acceleration response value of the earth surface where the building is located.
(3) After the shear strength of the vibration isolation layer material meeting the vibration requirement of the earth surface building is preliminarily calculated, other material parameters such as Poisson's ratio and the like are determined according to the requirements such as synchronous grouting pressure of the tunnel and the like, and the Poisson's ratio of the vibration isolation layer material after solidification is recommended to be more than 0.35.
(4) And (3) establishing dynamic finite element models of the actual tunnel, the vibration isolation layer and the surrounding rock, and temporarily not considering the sliding action among different media for simplifying calculation. The damping in the model adopts Rayleigh damping [ C ] ═ alpha [ M ] + beta [ K ], wherein [ K ] rigidity matrix and [ M ] mass matrix; and performing modal analysis on the finite element model in the undamped state to obtain integral first-order and second-order natural frequencies and damping ratios so as to obtain parameters alpha and beta. And solving a dynamic finite element equation by using a lining vibration time-course curve, power parameters of surrounding rocks and material parameters of a primarily designed vibration isolation layer and adopting a Newmark implicit integration method, and obtaining a maximum speed or acceleration response value of the earth surface of the building through transient analysis.
(5) And optimizing the material parameters by utilizing a relation curve of the material parameters of the vibration isolation layer and the maximum speed or acceleration response value of the earth surface where the building is located according to the finite element calculation result, and obtaining the optimal material parameters meeting the requirement of the vibration reduction effect after iteration and recalculation.
(6) Refining structural parameters of the vibration isolation layer: the pouring material needs to determine proper particle proportion, additive content and the like, so that the phenomenon of pipe blockage is prevented, and the feasibility of construction is ensured.
The vibration isolation layer designed by the scheme can effectively reduce the influence of subway vibration on surrounding buildings. The excellent frequency range of the subway in operation is 40-100Hz, and the generated vibration is overlapped with the excellent frequency range of 20-60Hz of the surrounding rock and the resonance frequency range of 50-100Hz of the chest cavity of the human body, so that the upper cover of the subway and the surrounding buildings can not be normally used. Through the design, as shown in fig. 5, when the shear modulus ratio of the vibration isolation layer to the surrounding rock is 1-2 times by pouring the vibration isolation layer outside the tunnel segment, the subway vibration can be effectively isolated, the damping ratio of the propagation medium is increased, the vibration energy is dissipated, and finally the maximum value of the vibration speed can be reduced by 60% -80%. In addition, the designed vibration isolation layer material does not need to change the construction process of synchronous grouting during grouting, and is convenient and feasible; the adopted materials are economical and environment-friendly, and are suitable for popularization and application.
The above-mentioned embodiments are preferred embodiments of the present invention, and the present invention is not limited thereto, and any other modifications or equivalent substitutions that do not depart from the technical spirit of the present invention are included in the scope of the present invention.
Claims (10)
1. A tunnel structure for isolating subway vibrations, comprising: pouring a vibration isolation layer on the outer side of the lining of the tunnel to replace a synchronous grouting layer; surrounding rocks are arranged outside the vibration isolation layer;
the thickness of the vibration isolation layer is the same as that of the synchronous grouting layer of the subway tunnel, and the length of the vibration isolation layer along the longitudinal direction of the tunnel is more than 2 times of the length of the longitudinal projection of the affected building along the tunnel.
2. The vibration isolation tunnel structure according to claim 1, wherein the vibration isolation layer is made of a high polymer elastic material, and has good fluidity before being poured, and satisfies predetermined shear strength and bearing capacity after being poured and condensed.
3. A design method of a vibration isolation layer for isolating subway vibration is characterized by comprising the following steps:
step (1): determining a lining vibration time course curve caused by a subway, and determining material dynamic parameters of tunnel surrounding rocks in a vibration isolation area;
step (2): establishing a wave equation of each medium layer under a cylindrical coordinate system:
wherein k is 1, 2 and 3, which respectively correspond to the lining, the vibration isolation layer and the surrounding rock, ukFor a radial displacement in the respective medium,
the wave speed of the P wave in the corresponding medium;
solving a displacement analytical solution at the earth surface of the affected building by using the boundary conditions, and solving a speed and acceleration analytical solution according to the displacement analytical solution; establishing a relation curve of the shear strength of the vibration isolation layer material and the maximum speed response value of the earth surface where the building is located;
and (3): calculating initial design parameters meeting the vibration requirements of the earth surface building by combining the construction grouting pressure of the tunnel grouting layer, wherein the initial design parameters comprise the shear strength, the Poisson ratio and the like of the vibration isolation layer material;
and (4): establishing dynamic finite element models of an actual tunnel, a vibration isolation layer and surrounding rocks, and performing transient analysis by using dynamic parameters of the surrounding rocks, a lining vibration time course curve and material parameters of the vibration isolation layer to obtain a maximum speed response value of the earth surface where the building is located;
and (5): optimizing material parameters by utilizing a relation curve of the material parameters of the vibration isolation layer and the maximum speed response value of the earth surface where the building is located according to the analysis result of the dynamic finite element model, and obtaining the optimal material parameters meeting the preset vibration reduction requirement after iteration and checking calculation;
and (6): and refining structural parameters of the vibration isolation layer to meet construction requirements.
4. The design method according to claim 3, wherein: the step (1) comprises the following steps: determining a lining vibration time course curve caused by the subway by using a method of field actual measurement or standard recommendation; and performing undisturbed soil dynamic triaxial test on the surrounding rock of the tunnel in the vibration isolation area by adopting a dynamic triaxial apparatus, and determining the material dynamic parameters of the surrounding rock.
5. The design method according to claim 3, wherein: in the step (2), tunnel lining vibration caused by the subway is transmitted outwards in the form of plane P waves, deformation of various media is still in an elastic state, the boundary conditions are that stress at an interface between the media is equal and displacement is equal, displacement of surrounding rock at infinity is zero, and various media comprise a lining, a vibration isolation layer and the surrounding rock.
6. The design method according to claim 3, wherein: rayleigh damping is adopted for damping of the dynamic finite element model, and the expression is [ C ] ═ alpha [ M ] + beta [ K ];
and then, combining the rigidity matrix [ K ] and the mass matrix [ M ] to obtain a damping matrix of the dynamic finite element model.
7. The design method according to claim 3, wherein: performing transient analysis by using the power parameters of the surrounding rock, the lining vibration time course curve and the material parameters of the vibration isolation layer in the step (4), and acquiring the maximum speed response value of the earth surface where the building is located comprises the following steps:
and solving a dynamic finite element equation by using a lining vibration time-course curve, power parameters of surrounding rocks and material parameters of a vibration isolation layer and adopting a Newmark implicit integration method, and obtaining a maximum speed or acceleration response value of the earth surface where the building is located through transient analysis.
8. The design method according to claim 3, wherein: the step (6) comprises the following steps: the pouring material needs to determine proper particle proportion and additive content, so that the phenomenon of pipe blockage is prevented, and the feasibility of construction is ensured.
9. The design method according to claim 3, wherein: step (6) is followed by: pouring a vibration isolation layer with optimal material parameters on the outer side of a lining of a tunnel, and specifically:
adopting a high-pressure grouting pump, and after pouring the pre-prepared vibration isolation material slurry into the duct piece wall, controlling the initial setting time of the slurry to be 6-10h, wherein the grouting pressure is generally set to be 0.2-0.5 Mpa; when the grouting pressure reaches a set value and the grouting amount reaches more than 90% of a design value, the quality requirement can be considered to be met, and grouting is completed.
10. The design method according to claim 3, wherein: the Poisson ratio of the solidified vibration isolation layer material is above 0.35, and the shear strength is 5-100 Mpa.
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Cited By (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN114486140A (en) * | 2022-02-09 | 2022-05-13 | 广州大学 | Can simulate no soil box tunnel shaking table test device on quiet border of moving |
| CN116305456A (en) * | 2023-03-09 | 2023-06-23 | 武汉理工大学 | Method and device for simultaneously estimating bridge frequency and track irregularity and electronic equipment |
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