CN113622944B - Tunnel structure for isolating subway vibration and design method of vibration isolation layer - Google Patents
Tunnel structure for isolating subway vibration and design method of vibration isolation layer Download PDFInfo
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- 238000005259 measurement Methods 0.000 claims description 3
- 238000007670 refining Methods 0.000 claims description 3
- 239000002689 soil Substances 0.000 claims description 3
- 238000012360 testing method Methods 0.000 claims description 3
- 238000010008 shearing Methods 0.000 claims 1
- 230000001360 synchronised effect Effects 0.000 abstract description 9
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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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- 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
- E21D11/10—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 the tunnel lining to replace a synchronous grouting layer. The thickness of the vibration isolation layer is the same as that of the synchronous grouting layer of the subway tunnel, the longitudinal length of the vibration isolation layer along the tunnel is more than 2 times of the longitudinal projection length of the affected building along the tunnel, and the poured vibration isolation material can be a high polymer elastic material which has fluidity before pouring and meets the requirements of shear strength, bearing capacity and the like after condensation. On the basis, a 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 without changing the structure and construction form of a subway tunnel only by changing the material characteristics of the vibration isolation layer, 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 tunnel structure for isolating subway vibration and a design method of a vibration isolation layer.
Background
With the continuous development of urban subway network construction, the influence of environmental vibration caused by subway operation on surrounding buildings is increasingly obvious. Serious subway vibration problems may cause vibration of the upper cover or buildings in the vicinity thereof, and work and life of people in the buildings, or the use of some precision instruments may be disturbed. At present, the complaints of building damage caused by subway train vibration and noise or influence on life of residents along the line are also increasing. Therefore, it is necessary to effectively cope with vibration problems caused by subway operation.
At present, the subway vibration treatment problem 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 mainly realizes track vibration reduction by arranging vibration reduction fasteners, floating slab track beds and the like on the track, but the track is easy to cause unsmooth running of the train and needs to be replaced periodically; the second measure is mainly to arrange a vibration isolation device on a building foundation, increase a vibration isolation system on a floor slab, increase rigidity and damping of the floor slab and the like, which is similar to a vibration isolation method of a building, but subway vibration mainly presents the characteristic of a wide frequency band and is different from a vibration isolation mechanism, and a specific vibration isolation thought and method are still to be studied deeply. The third measure is to set vibration isolation ditch, wall, wave block and so on between the tunnel and the ground building to cut off the wave propagation path to reach vibration damping effect. Classical wave theory shows that the wave propagation path is provided with an obstacle, and the wave can still continue to propagate forwards through diffraction, scattering and other modes; 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 the surrounding buildings can be effectively reduced. Therefore, there is a need to propose a simple and effective construction and design method for blocking the subway vibration propagation path.
Disclosure of Invention
Aiming at the problem of vibration and noise of buildings on an upper cover or in a nearby area in the subway operation process, the invention discloses a tunnel structure for isolating subway vibration and a design method thereof, and the first aim is to provide the tunnel structure for isolating subway vibration. On the basis of the design method, 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 vibrations, comprising: pouring a vibration isolation layer outside the lining of the tunnel to replace the synchronous grouting layer; surrounding rock is arranged on the outer side of the vibration isolation layer; the thickness of the vibration isolation layer is the same as the thickness of the subway tunnel synchronous grouting layer, and 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.
Preferably, the vibration isolation layer is made of a high-molecular elastic material, has good fluidity before being poured, and meets the preset requirements of shear strength, bearing capacity and the like after being poured and coagulated.
A design method of a vibration isolation layer for isolating subway vibrations, comprising:
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 for various mediums are established under a cylindrical coordinate system:
wherein k=1, 2, 3, respectively correspond to lining, vibration isolation layer and surrounding rock, u k For the radial displacement in the corresponding medium,
the P wave velocity in the corresponding medium;
obtaining displacement analytic solutions at the ground surface of the affected building by utilizing boundary conditions, and obtaining speed and acceleration analytic solutions according to the displacement analytic solutions; establishing a relation curve of the shear strength of the vibration isolation layer material and a maximum speed response value of the ground surface of the building;
step (3): combining the construction grouting pressure of the tunnel grouting layer, and solving preliminary design parameters meeting the vibration requirements of the surface building, wherein the preliminary design parameters comprise the shear strength, poisson's ratio and the like of the vibration isolation layer material;
step (4): establishing a dynamic finite element model of an actual tunnel, a vibration isolation layer and surrounding rock, and performing transient analysis by using dynamic parameters of the surrounding rock, a lining vibration time course curve and material parameters of the vibration isolation layer to obtain a maximum speed response value of the ground surface where a building is located;
step (5): according to the analysis result of the dynamic finite element model, optimizing the material parameters by utilizing a relation curve of the material parameters of the vibration isolation layer and the maximum speed response value of the ground surface where the building is located, and obtaining the optimal material parameters meeting the preset vibration reduction requirement after iteration and checking calculation;
step (6): and refining structural parameters of the vibration isolation layer to meet construction requirements.
Preferably, the step (1) includes: determining a lining vibration time course curve caused by the subway by using a field actual measurement or standard recommendation method; and performing undisturbed soil dynamic triaxial test on surrounding rock of the tunnel in the vibration isolation region by adopting a dynamic triaxial apparatus, and determining the material dynamic parameters of the surrounding rock.
Preferably, in the step (2), tunnel lining vibration caused by the subway propagates outwards mainly in the form of P waves, deformation of various mediums is still in an elastic state, the boundary conditions are that the stress and displacement at the interface between the mediums are equal, the displacement at the infinity of the surrounding rock is zero, and the mediums include lining, vibration isolation layers and surrounding rock.
Preferably, the damping of the dynamic finite element model adopts Rayleigh damping, and the expression is [ C ] =alpha [ M ] +beta [ K ];
the damping matrix of the dynamic finite element model is obtained by combining a stiffness matrix [ K ] and a mass matrix [ M ].
Preferably, in the step (4), transient analysis is performed by using a dynamic parameter of surrounding rock, a lining vibration time course curve and a material parameter of a vibration isolation layer, and obtaining a maximum speed response value of a ground surface where a building is located includes: and solving a dynamic finite element equation by using a lining vibration time-course curve, dynamic parameters of surrounding rock and material parameters of a vibration isolation layer and adopting a Newmark implicit integration method, and obtaining the maximum speed or acceleration response value of the ground surface where the building is located through transient analysis.
Preferably, step (6) comprises: the pouring material is required 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: the outside of the lining of the tunnel is poured with a vibration isolation layer with optimal material parameters, which is specifically as follows: after the pre-prepared vibration isolation material slurry is poured into the wall of the duct piece by adopting a high-pressure grouting pump, the initial setting time of the slurry is controlled to be 6-10h, and the grouting pressure is generally set to be 0.2-0.5Mpa; when the grouting pressure reaches a set value and the grouting amount reaches more than 90% of the 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 above 0.35, and the shear strength is between 5 and 100Mpa.
The invention has at least the following beneficial effects:
according to the invention, the 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 blocked, and the influence of the surrounding environment of subway vibration is effectively reduced; the selected vibration isolation material preferentially takes the junked tire particles as the high polymer elastic material of the framework, so that the fluidity in the pouring process is considered, the material characteristics of the vibration isolation layer are only required to be changed, the structure and construction form of a subway tunnel are not required to be changed, the influence of subway vibration on the surrounding environment can be reduced, the construction is easy, the economical and feasible effects are realized, the economical and environment-friendly effects are realized, and the cost is saved. The design method can also provide effective and feasible quantitative basis for vibration isolation material parameter design.
Drawings
Fig. 1 is a schematic view of a tunnel structure for isolating subway vibrations according to the present invention.
Fig. 2 is a plan view of the vibration isolation layer of the present invention arranged in the running direction of the train.
Fig. 3 is a cross-sectional view of the vibration isolation layer of the present invention disposed along the traveling direction of a train.
Fig. 4 is a flowchart of a design method of a vibration isolation layer for isolating subway vibrations according to the present invention.
Fig. 5 is a graph showing the calculation result of a design method of a vibration isolation layer for isolating subway vibrations 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 below with reference to the drawings and examples.
Referring to the sectional view of the tunnel structure for isolating subway vibrations described in fig. 1, the conventional synchronous grouting layer is replaced by a vibration isolation layer having a thickness 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 projected length of the affected building along the longitudinal direction of the tunnel.
The vibration isolation layer material is a high polymer elastic material taking junked tire particles as a framework. The damping ratio of the material can reach 0.05-0.3; the shear strength of the damping device needs to be determined according to the surrounding rock condition by the design method provided by the invention, and the optimal damping value is generally and reasonably in the range of 5-100Mpa.
The vibration isolation layer construction process is as follows: and (3) a high-pressure grouting pump is adopted, after the pre-prepared vibration isolation material slurry is poured into the wall of the pipe piece, the initial setting time of the slurry is controlled to be 6-10h, and the grouting pressure is generally set to be 0.2-0.5Mpa. When the grouting pressure reaches a set value and the grouting amount reaches more than 90% of the design value, the quality requirement can be considered to be met, and grouting is completed.
The steps of the design method of the vibration isolation layer for isolating subway vibration, proposed by the invention, refer to fig. 4 as follows:
(1) Determining a lining vibration time course curve caused by the subway by using a field actual measurement or standard recommendation method; and performing undisturbed soil dynamic triaxial test on surrounding rock of the tunnel in the vibration isolation region by adopting a dynamic triaxial apparatus, and determining the material dynamic parameters of the surrounding rock.
(2) Based on elastic fluctuation theory, establishing a fluctuation equation of various mediums under the action of plane P waves under a cylindrical coordinate system:
(k=1, 2, 3, respectively corresponding to lining, vibration isolation layer and surrounding rock, u) k For radial displacement in the corresponding medium +.>
For the P-wave velocity in the corresponding medium). And obtaining displacement analysis solutions at the ground surfaces of the affected buildings by utilizing boundary conditions such as equal radial stress and tangential stress at the junctions of different media and continuous radial displacement, and further obtaining speed or acceleration analysis solutions. And establishing a relation curve between the shear strength of the vibration isolation layer material and the maximum speed or acceleration response value of the ground surface of the building. />
(3) After the shear strength of the vibration isolation layer material meeting the vibration requirements of the surface building is preliminarily obtained, other material parameters such as Poisson's ratio and the like are determined according to the requirements of synchronous grouting pressure and the like of the tunnel, and Poisson's ratio after the vibration isolation layer material is solidified is recommended to be more than 0.35.
(4) And establishing a dynamic finite element model of an actual tunnel, a vibration isolation layer and surrounding rock, and temporarily not considering the sliding action among different media in order to simplify calculation. Damping in the model adopts Rayleigh damping [ C ] =alpha [ M ] +beta [ K ], wherein [ K ] stiffness matrix and [ M ] mass matrix; and (3) obtaining integral first-order and second-order natural frequencies and damping ratios by carrying out finite element model modal analysis in an undamped state, thereby obtaining parameters alpha and beta. And solving a dynamic finite element equation by using a lining vibration time-course curve, dynamic parameters of surrounding rock and material parameters of a preliminarily designed vibration isolation layer and adopting a Newmark implicit integration method, and obtaining the maximum speed or acceleration response value of the ground surface where the building is located through transient analysis.
(5) And optimizing the material parameters by utilizing a relation curve of the vibration isolation layer material parameters and the maximum speed or acceleration response value of the ground surface where the building is located according to the finite element calculation result, and obtaining the optimal material parameters meeting the vibration reduction effect requirement after iteration and recalculation.
(6) And (3) refining structural parameters of the vibration isolation layer: the pouring material needs to determine proper particle proportion, additive content and the like, prevents the phenomenon of pipe blockage and ensures the feasibility of construction.
The vibration isolation layer designed by the scheme can effectively reduce the influence of subway vibration on surrounding buildings. The excellent frequency band of the subway is 40-100Hz when the subway runs, and the generated vibration is overlapped with the excellent frequency band of surrounding rock of 20-60Hz and the resonance frequency band of the chest of a human body of 50-100Hz, so that the upper cover of the subway and surrounding buildings cannot be used normally. Through design, as shown in fig. 5, by pouring the vibration isolation layer outside the tunnel segment, when the shear modulus ratio of the vibration isolation layer to surrounding rock is 1-2 times, subway vibration can be effectively isolated, the damping ratio of a propagation medium is increased, 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 pouring, and is convenient and feasible; the adopted materials are economical and environment-friendly, and are suitable for popularization and application.
The above embodiments are preferred examples of the present invention, and the present invention is not limited thereto, and any other modifications or equivalent substitutions made without departing from the technical aspects of the present invention are included in the scope of the present invention.
Claims (7)
1. A design method of a vibration isolation layer for isolating subway vibrations, comprising:
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 dielectric layer under a cylindrical coordinate system:
wherein k=1, 2, 3, respectively correspond to lining, vibration isolation layer and surrounding rock, u k For the radial displacement in the corresponding medium,
the P wave velocity in the corresponding medium; obtaining displacement analytic solutions at the ground surface of the affected building by utilizing boundary conditions, and obtaining speed and acceleration analytic solutions according to the displacement analytic solutions; establishing a relation curve between the shear strength of the vibration isolation layer material and the maximum speed response value of the ground surface where the building is located;
step (3): combining the construction grouting pressure of the tunnel grouting layer, and solving preliminary design parameters meeting the vibration requirements of the surface building, wherein the preliminary design parameters comprise the shear strength and the poisson ratio of the vibration isolation layer material;
step (4): establishing a dynamic finite element model of an actual tunnel, a vibration isolation layer and surrounding rock, and performing transient analysis by using dynamic parameters of the surrounding rock, a lining vibration time course curve and material parameters of the vibration isolation layer to obtain a maximum speed response value of the ground surface where a building is located;
the damping of the dynamic finite element model adopts Rayleigh damping, and the expression is [ C ] =alpha [ M ] +beta [ K ];
the damping matrix of the dynamic finite element model is obtained by combining a stiffness matrix [ K ] and a mass matrix [ M ];
step (5): according to the analysis result of the dynamic finite element model, optimizing the material parameters by utilizing a relation curve of the material parameters of the vibration isolation layer and the maximum speed response value of the ground surface where the building is located, and obtaining the optimal material parameters meeting the preset vibration reduction requirement after iteration and checking calculation;
step (6): and refining structural parameters of the vibration isolation layer to meet construction requirements.
2. The design method according to claim 1, wherein: the step (1) comprises: determining a lining vibration time course curve caused by the subway by using a field actual measurement or standard recommendation method; and performing undisturbed soil dynamic triaxial test on surrounding rock of the tunnel in the vibration isolation region by adopting a dynamic triaxial apparatus, and determining the material dynamic parameters of the surrounding rock.
3. The design method according to claim 1, wherein: in the step (2), tunnel lining vibration caused by the subway propagates outwards in a plane P wave mode, various medium deformations are still in an elastic state, boundary conditions are that the stress and the displacement at the interface between the mediums are equal, the displacement at the infinity of the surrounding rock is zero, and various mediums comprise lining, vibration isolation layers and the surrounding rock.
4. The design method according to claim 1, wherein: in the step (4), transient analysis is performed by using dynamic parameters of surrounding rock, lining vibration time course curves and material parameters of a vibration isolation layer, and obtaining a maximum speed response value of the ground surface of the building comprises the following steps:
and solving a dynamic finite element equation by using a lining vibration time-course curve, dynamic parameters of surrounding rock and material parameters of a vibration isolation layer and adopting a Newmark implicit integration method, and obtaining the maximum speed or acceleration response value of the ground surface where the building is located through transient analysis.
5. The design method according to claim 1, wherein: the step (6) comprises: the pouring material is required to determine proper particle proportion and additive content, so that the phenomenon of pipe blockage is prevented, and the feasibility of construction is ensured.
6. The design method according to claim 1, wherein: after the step (6), comprising: the outside of the lining of the tunnel is poured with a vibration isolation layer with optimal material parameters, which is specifically as follows:
after the pre-prepared vibration isolation material slurry is poured into the wall of the duct piece by adopting a high-pressure grouting pump, the initial setting time of the slurry is controlled to be 6-10h, and the grouting pressure is generally set to be 0.2-0.5Mpa; when the grouting pressure reaches a set value and the grouting amount reaches more than 90% of the design value, the quality requirement can be considered to be met, and grouting is completed.
7. The design method according to claim 1, wherein: the Poisson's ratio of the solidified vibration isolation layer material is above 0.35, and the shearing strength is 5-100Mpa.
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| CN103912290A (en) * | 2014-03-31 | 2014-07-09 | 北京工业大学 | Grouting method used for vibration isolating and denoising outside subway tunnel segments |
| CN103981777A (en) * | 2014-05-29 | 2014-08-13 | 东南大学 | Metro shock absorption and vibration isolation elastic mixed light track bed |
| CN104847384A (en) * | 2015-05-28 | 2015-08-19 | 北京工业大学 | Vibration and noise reduction method for subway intersectional tunnels |
| CN205154192U (en) * | 2015-05-28 | 2016-04-13 | 北京工业大学 | Structure of making an uproar falls in inboard damping in subway tunnel section of jurisdiction |
| CN109082951A (en) * | 2018-08-13 | 2018-12-25 | 王权势 | A kind of vcehicular tunnel vibration and noise reducing structure and its construction method |
| CN111424470A (en) * | 2020-04-01 | 2020-07-17 | 哈尔滨工业大学(深圳)(哈尔滨工业大学深圳科技创新研究院) | Subway vibration damping composite foundation and construction method thereof |
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