CN115828358A - Vehicle section upper cover building vibration reduction design method based on secondary structure noise control - Google Patents
Vehicle section upper cover building vibration reduction design method based on secondary structure noise control Download PDFInfo
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Abstract
The invention discloses a vibration reduction design method for a vehicle section upper cover building based on secondary structure noise control, which comprises the following steps: s1, determining a target value of upper cover building noise design; s2, carrying out testing of a vibration propagation path under the upper cover and the lower cover and vibration characteristic analysis; s3, carrying out rail-soil-building integral vibration simulation and building indoor secondary noise prediction; s4, according to the difference between the noise predicted value and the control target value, carrying out vibration reduction index decomposition according to noise reduction frequency matching; and S5, designing vibration reduction measures, judging the rationality of vibration reduction design and optimizing parameters. The invention aims at controlling the secondary structure noise, carries out forward design and optimization of vibration reduction measures of frequency matching, enables the vibration reduction measures to exert effects in a reasonable frequency control range, effectively improves the rationality of the use of the vibration reduction measures, avoids under-vibration reduction or transitional vibration reduction caused by improper use of the vibration reduction measures, also can effectively reduce noise complaints of residents, and reduces the investment of manpower, material resources and financial resources for solving the noise subsequently.
Description
Technical Field
The invention relates to the field of noise control of rail transit buildings, in particular to a vibration reduction design method for a vehicle section upper cover building based on secondary structure noise control.
Background
The vehicle section vibration noise problem has become a bottleneck factor restricting the development of the vehicle section upper cover. The layout of the functional area under the cover of the vehicle section, the positioning of the building function on the cover, the structural style and the like ensure that the vibration noise control of the vehicle section needs to be specifically researched according to specific situations.
At present, measures such as a damping fastener, a steel spring floating slab track bed and the like are mostly adopted for control, the research is not deep enough, the control measures excessively depend on track damping, the design is independent, and the actual effect is not ideal.
In addition, the application effect of the existing vibration reduction measures is usually only concerned about the condition that the indoor vibration of the building reaches the standard, and the frequency of the secondary structure noise is far higher than the frequency concerned by the structural vibration, so that the conditions that the vibration reaches the standard and the indoor secondary structure noise exceeds the standard occur, further complaints and secondary transformation are caused, and the investment is increased.
Therefore, it is necessary to take the purpose of controlling the indoor secondary structure noise, and to comb the intrinsic relationship between vibration and noise, and to provide different vibration damping measure design schemes on the whole link.
Disclosure of Invention
The invention provides a vibration reduction design method of a vehicle section upper cover building based on secondary structure noise control, aiming at solving the problems that vibration reaches the standard and complaint is caused by the fact that indoor secondary structure noise exceeds the standard due to the fact that the indoor secondary structure noise of the building is not considered in vibration reduction design in the prior art.
Therefore, the invention adopts the following technical scheme:
a vibration reduction design method for a vehicle section upper cover building based on secondary structure noise control comprises the following steps:
s1, determining a target value of the upper cover building noise design: determining the functional positioning of buildings in different areas according to the system layout of the upper cover building, and determining the secondary structure noise limit value L according to the industry standard p0 ；
S2, carrying out the test of the cover-up and cover-down vibration propagation path and the vibration characteristic analysis: if the target vehicle section is in the planning stage, carrying out an analogy test, and using the obtained vibration characteristic for verification of the space dynamics simulation model in the step S3; if the construction stage of the upper cover building is the construction stage, carrying out the under-cover transmission path test, and using the obtained vibration characteristics for the verification of the space dynamics simulation model in the step S3; if the step is a modification stage, carrying out a full link test, and using the obtained vibration characteristics for verification of the space dynamics simulation model in the step S3;
s3, carrying out track-soil-building integral vibration simulation and building indoor secondary structure noise prediction, comprising the following steps:
1) And (3) calculating according to a vehicle-rail coupling dynamics method or an actually measured acceleration inversion load to obtain a wheel-rail force:
in the formula, m 1 、m 2 、m 3 Are respectively vehiclesThe mass of the first, second and vehicle body, g is the gravity acceleration,
respectively corresponding dynamic acceleration;
2) Defining the interaction of the soil body and the structure as rigid body-flexible body contact or flexible body-flexible body contact, defining a contact model according to the actual situation, and establishing a space dynamics simulation model of a track-stratum-building system by Midas or Ansys;
3) Setting absorption boundary conditions of the space dynamics simulation model in the step 2):
setting a spring damping energy dissipation boundary at the model boundary truncation, wherein the normal boundary C fi ＝c pi A i Shear boundary C qi ＝c si A i In the formula c pi 、c si 、A i Damping constants of unit areas of compression waves and shear waves and areas of boundary points i are respectively set;
4) According to the geological survey data, setting soil layer parameters:
according to the geological survey result, setting the dynamic elastic modulus of the soil layer, referring to the technical specification of the composite foundation, and calculating the composite dynamic elastic modulus E sp ＝mE p +(1-m)E s In the formula, E p To pile foundation compression modulus, E s The compression modulus of the soil layer between pile foundations is shown, and m is an empirical parameter between 0 and 1;
5) According to the test result of the step S2, multipoint verification is carried out according to indoor vibration, platform vibration and upright column vibration, and the wheel-rail force obtained in the step 1) and the soil layer parameters obtained in the step 4) are updated according to the multipoint verification, so that the total value error is within 3%, and the maximum error at each frequency is not more than 10%;
after the model verification meets the precision requirement, carrying out vibration prediction analysis according to three conditions:
if the target vehicle section is in the planning stage, after the step 5), updating the space dynamic analysis model in the step 2) and the soil layer parameters in the step 4) according to the geological survey data and the construction drawing of the target vehicle, and then calculating to obtain a vibration predicted value VL A,f ；
If the target vehicle section is in the upper cover building construction stage, after the step 5), perfecting a space dynamic analysis model according to a building drawing, and then calculating to obtain a vibration predicted value VL A,f ；
If the target vehicle section is in the reconstruction stage, the calculated indoor vibration value meeting the error requirement of the step 5) is the vibration preset value VL A,f ；
6) Quantifying the relationship between the secondary structure noise and the vibration acceleration by adopting the following formula:
L p,f ＝VL A,f +10(lgσ-lg H+lg T 60 )-20lg(2πf)+40
in the formula, L p,f Is a predicted value of the secondary structure noise at a certain frequency, sigma is the sound radiation efficiency, H is the average height of the room, T 60 Is the room reverberation time;
according to the vibration prediction value obtained in the step 5), calculating by using the formula to obtain the frequency spectrum characteristic of the secondary structure noise in the building room, and superposing to obtain a noise prediction total value;
s4, according to the difference between the total noise prediction value and the control target value, carrying out vibration reduction index decomposition according to noise reduction frequency matching, and comprising the following steps of:
(1) According to the total noise prediction value obtained in the step S3 and the quadratic structure noise limit value L obtained in the step S1 p0 Determining the noise control amount DeltaL p (ii) a And (4) according to the frequency spectrum characteristic of the secondary structure noise obtained in the step (S3), taking the frequency with the maximum sound pressure level as the noise master control frequency.
(2) Controlling the noise quantity delta L according to the quantization relation of the noise and the vibration p Converting the sum noise main control frequency into a vibration control quantity delta VL A And a vibration master frequency.
(3) Carrying out vibration control quantity matching and control frequency matching analysis according to the vibration control quantity and the vibration master control frequency obtained in the step (2) and the track vibration reduction, path vibration isolation and building vibration isolation measures, and determining the type of the adopted vibration reduction measure; when the single measure can not meet the control quantity matching, the vibration master control frequency matching is adopted, different vibration reduction measure combination schemes are determined, and noise control is decomposed into full-path vibration control.
And S5, designing vibration reduction measures, judging the rationality of vibration reduction design and optimizing parameters.
In the step S2, the test is repeated for not less than 3 times under the three conditions; the test section is the maximum vibration section; analyzing the frequency covering 20-200Hz, and reasonably selecting a window function according to the type of the interference signal so as to enhance effective data; when data analysis is carried out, firstly, the signal goodness is judged, effective data are screened, and a window function is reasonably selected according to the type of an interference signal so as to enhance the effective data; the vibration characteristic analysis comprises time-course characteristic analysis, vibration acceleration level analysis and acceleration 1/3 frequency-course frequency characteristic analysis. The maximum vibration section is the nearest vertical section of the stressed column net or the section with the maximum train speed.
In step S2, the measuring point positions for carrying out the analogy test comprise steel rails and sleepers of the analogy vehicle section track system, the surface of a soil body, and upright columns, an upper cover platform and building control points of the building system. The measuring point positions for carrying out the under-cover transmission path test comprise the steel rails, the sleepers and the earth surface of a vehicle section track system. The measuring point positions for carrying out the full link test comprise a steel rail and a sleeper of a rail system, the earth surface of a soil body, a stand column, an upper cover platform and a building control point of a building system.
The specific method of the step S5 is as follows: after vibration reduction measures are designed, the spatial dynamic analysis model and the quantitative relation between noise and vibration in the step S3 are used for calculating and obtaining the sound pressure level L after the vibration reduction measures are used PV (ii) a When 1dB<L p0 -L PV <When the power is 3dB, the vibration reduction measure parameter is reasonably designed, and the design is judged to be reasonable, so that the design target is achieved; when L is p0 -L PV <When the noise is 1dB, indicating that the vibration is insufficient, optimizing vibration reduction parameters, improving vibration reduction quantity, and repeatedly developing vibration simulation and building indoor secondary structure noise prediction; when L is p0 -L PV >And 3dB, representing over vibration reduction, optimizing vibration reduction parameters, reducing vibration reduction amount, and repeatedly developing vibration simulation and predicting secondary structure noise in the building room. Wherein the optimized vibration-damping parameters are rigidity, damping and material density for updating corresponding vibration-damping measuresAnd (4) degree.
Compared with the prior art, the invention has the beneficial effects that:
1. the invention aims to control the indoor secondary structure noise as a vibration reduction measure, and carries out forward design and optimization of the vibration reduction measure matched with the noise reduction frequency, so that the vibration reduction frequency of the vibration reduction measure is consistent with the frequency range of the secondary structure noise. The method avoids the problem that the frequencies of 1-80Hz and 20-200Hz are not matched when the vibration reduction effect is evaluated, so that the vibration reduction design can meet the vibration reduction requirement, the control requirement of the secondary structure noise can be met, the use efficiency of vibration reduction measures is effectively improved, the application field of the vibration reduction measures is widened, and under-vibration reduction or transitional vibration reduction caused by improper use of the vibration reduction measures is avoided.
2. The invention takes the indoor secondary structure noise control of the building as the guide, converts the indoor secondary structure noise control into a vibration control target and main frequency, carries out vibration reduction parameter optimization according to the target, controls the secondary structure noise control, and avoids the problem that the indoor vibration reaches the standard and the secondary structure noise exceeds the standard. The vibration reduction design is developed according to the method, so that the vibration reduction design can achieve the purpose of reducing secondary structure noise, and the noise-based resident complaints of the existing subway edge line upper cover building are greatly reduced. In addition, when measures are taken to solve the noise complaints, the vibration reduction design is developed according to the method, the treatment measures can be effectively upgraded, the excessive use of the vibration reduction measures caused by the unclear target is avoided, and the excessive investment of manpower, material resources and financial resources is reduced.
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FIG. 1 is a flow chart of a vehicle section upper cover building vibration damping design method based on secondary structure noise control according to the invention.
Detailed Description
The method for designing the vibration damping of the vehicle section upper cover building based on the secondary structure noise is described in detail below with reference to the accompanying drawings.
As shown in fig. 1, the method comprises the steps of:
s1, determining a target value of the upper cover building noise design:
butt joint upper cover building development design method according to the aboveCovering the layout of a building system, and determining the type and the function of the building; according to JGJ/T170-2009 limit value of vibration and secondary radiation noise of buildings caused by urban rail transit and measurement method standard thereof, the type of the building structure is determined, and limit value L of secondary structure noise is determined p0 。
S2, testing and analyzing the vibration noise according to the implementation stage of the target vehicle section, wherein the method specifically comprises the following steps:
if the target vehicle section is in the planning stage, carrying out an analogy test, and using the obtained vibration characteristic for verification of the space dynamics simulation model in the step S3; the measuring point positions comprise steel rails and sleepers similar to a vehicle section track system, the earth surface of an earth body, and stand columns, an upper cover platform and building control points of a building system.
If the construction stage of the upper cover building is the construction stage, carrying out the test of the under-cover transmission path, and using the obtained vibration characteristic for the verification of the space dynamics simulation model in the step S3; the measuring point position comprises a steel rail, a sleeper and the earth surface of a vehicle section track system.
If the step is a modification stage, carrying out a full link test, and verifying the obtained vibration characteristic by using the space dynamics simulation model in the step S3; the measuring point positions comprise steel rails and sleepers of the track system, the earth surface of the earth body, and stand columns, an upper cover platform and building control points of the building system.
In the test of the three conditions, the repeated test times are not less than 3, and the analysis frequency is within the frequency range of 20-200Hz of secondary structure noise determined by JGJ/T170-2009; the test section should be the maximum section of vibration, i.e.: the vertical section of the nearest stressed column net or the section with the maximum train speed.
When data analysis is carried out, firstly, the signal goodness is judged, effective data are screened, and a window function is reasonably selected according to the type of an interference signal so as to enhance the effective data; in order to fully verify the correctness of the model subsequently, the vibration analysis comprises time-course characteristic analysis, vibration acceleration level analysis and acceleration 1/3 octave frequency characteristic analysis.
S3, carrying out track-soil-building integral vibration simulation and building indoor secondary noise prediction, and specifically comprising the following steps:
1) If the vehicle section handles the upper cover building or transformation stage, then the actual measurement rail acceleration, then according to actual measurement acceleration reflection load calculation obtain wheel rail power:
in the formula, m 1 、m 2 、m 3 The mass of the first series, the second series and the vehicle body of the vehicle respectively, g is the gravity acceleration,
respectively corresponding dynamic acceleration;
and if the vehicle section is in a planning stage and no target vehicle section test data exists, calculating to obtain the wheel-rail force by adopting a vehicle-rail coupling dynamic method according to the type of wheels and the rail parameters used in planning.
2) Defining a contact model according to actual conditions:
considering energy attenuation in the process of transmitting vibration from soil to a building structure, defining the interaction of the soil and the structure as rigid body-flexible body contact or flexible body-flexible body contact, defining a contact model according to actual conditions, and establishing a space dynamics simulation model of a track-stratum-building system by Midas or Ansys.
3) Setting absorption boundary conditions of the space dynamic analysis model in the step 2):
when a space dynamic analysis model of a track-stratum-building system is established, the larger the model is, the more accurate the calculation result is, but the calculation is difficult, so that the proper size of the model needs to be intercepted, and the calculation is realized by accurately simulating the boundary conditions of the intercepted model. By setting a reasonable damping boundary, the boundary energy is dissipated.
Setting a spring damping energy dissipation boundary at the model boundary truncation, wherein the normal boundary C fi ＝c pi A i Shear boundary C qi ＝c si A i In the formula c pi 、c si 、A i The damping constant per unit area of the compression wave and the shear wave, and the area of the boundary point i are provided.
4) According to the geological survey data, setting soil layer parameters:
and (4) calculating the compression modulus of the soil layer after the composite foundation is processed according to the wave velocity equivalent principle by referring to the technical specification GB/T50783-2012 of the composite foundation. According to the geological survey result, setting the dynamic elastic modulus of the soil layer, and calculating the composite dynamic elastic modulus E sp ＝mE p +(1-m)E s In the formula, E p To pile foundation compression modulus, E s The compression modulus of the soil layer between pile foundations is shown, and m is an empirical parameter between 0 and 1;
5) After the relevant parameters of the model are set, according to vibration test results of the step S2 at different positions, multi-point verification is carried out according to indoor vibration, platform vibration and upright column vibration, and the wheel-rail force obtained in the step 1) and the soil layer parameters obtained in the step 4) are updated according to the multi-point verification, so that the total value error is within 3%, and the maximum error at each frequency is not more than 10%; the verified data types comprise time-course signals of vibration acceleration, vibration acceleration levels and frequency characteristics of different positions.
After the model verification meets the precision requirement, carrying out vibration prediction analysis and carrying out vibration prediction analysis in three conditions:
if the target vehicle section is in the planning stage, after the step 5), updating the space dynamic analysis model in the step 2) and the soil layer parameters in the step 4) according to the geological survey data and the construction drawing of the target vehicle, and then calculating to obtain a vibration predicted value VL A,f ；
If the target vehicle section is in the upper cover building construction stage, after the step 5), perfecting a space dynamic analysis model according to a building drawing, and then calculating to obtain a vibration predicted value VL A,f ；
If the target vehicle section is in the reconstruction stage, the calculated value of the indoor vibration meeting the error requirement in the step 5) is the vibration preset value VL A,f 。
6) And quantifying the relationship between the secondary structure noise and the vibration acceleration. According to the relation between the sound pressure level and the vibration speed level and the relation between the speed and the acceleration of the 'environmental impact evaluation technology guide-urban rail transit HJ 453-2018', the relation between the secondary structure noise and the acceleration can be obtained as follows:
L p,f ＝VL A,f +10(lgσ-lg H+lg T 60 )-20lg(2πf)+40
in the formula, L p,f Is a predicted value of the secondary structure noise at a certain frequency, sigma is the sound radiation efficiency, H is the average height of the room, T 60 Is the room reverberation time.
And (5) calculating to obtain the 1/3 octave frequency spectrum characteristics of the secondary structure noise in the building by using the formula according to the vibration predicted value obtained in the step (5), and superposing to obtain a noise predicted total value.
S4, according to the difference between the total noise prediction value and the control target value, performing vibration reduction index decomposition according to noise reduction frequency matching, and comprising the following steps of:
(1) Predicting a total value L according to the noise obtained in the step S3 p,f Quadratic structure noise limit L obtained from S1 p0 Difference, determining noise control quantity DeltaL p (ii) a And (4) according to the frequency spectrum characteristic of the secondary structure noise obtained in the step (S3), taking the frequency with the maximum sound pressure level as the noise master control frequency.
(2) According to the quantization relation of noise and vibration in the step S3, the noise control quantity delta L is calculated p Converting sum noise master control frequency into vibration control quantity delta VL A And a vibration master frequency.
(3) And (3) judging whether the control quantity is in the effective vibration reduction range of track vibration reduction, path vibration isolation and building vibration isolation measures according to the vibration control quantity obtained in the step (2). And if so, selecting the vibration reduction measures matched with the frequency to carry out the next parameter optimization design according to whether the main vibration reduction frequency of the vibration reduction measures is consistent with the main vibration control frequency.
When the single measure can not meet the control quantity matching, the master control frequency matching is adopted, and the vibration reduction measures with the main vibration reduction frequency consistent with the vibration master control frequency are set to be a combined scheme, so that the noise control is decomposed into the full-path vibration control.
And S5, designing vibration reduction measures, judging the rationality of vibration reduction design and optimizing parameters.
After designing the damping measures, step S is applied3, calculating to obtain the sound pressure level L after using the vibration reduction measures according to the space dynamic analysis model and the quantitative relation of noise and vibration PV (ii) a When 1dB<L p0 -L PV <When the power is 3dB, the vibration reduction measure parameter is reasonably designed, and the judgment design is reasonable, so that the design target is achieved; when L is p0 -L PV <When the noise is 1dB, indicating that the vibration is insufficient, optimizing vibration damping parameters, improving vibration damping capacity, and repeatedly developing vibration simulation and predicting the noise of the indoor secondary structure of the building; l is p0 -L PV >And 3dB, representing over vibration reduction, optimizing vibration reduction parameters, reducing vibration reduction amount, and repeatedly developing vibration simulation and building indoor secondary structure noise prediction.
When the damping is over damping or under damping, the damping measure optimization process is as follows: optimizing vibration reduction parameters, namely updating the rigidity, the damping and the material density of corresponding vibration reduction measures; and (5) updating the local finite element model of the vibration reduction measure in the space dynamic analysis model in the step (S3), and repeating the vibration simulation analysis and the secondary structure noise prediction in the step (S3). Finally, the noise predicted value meets the judgment requirement, and the designed vibration reduction measures and the corresponding vibration reduction measure parameters are the optimal scheme.
After step S5 is executed, a vibration damping measure suggestion guide can be formed according to the vibration damping scheme implementation subject and the engineering cost. The method specifically comprises the following steps: according to the effective measure scheme for realizing the noise reaching the standard, various vibration reduction schemes and parameters thereof for realizing the noise reaching the standard are confirmed, engineering cost analysis is carried out, and price-effect curves are provided for clients for decision analysis; and forming a vibration reduction measure suggestion guide based on noise control according to the responsibility of an investment subject and the construction difficulty.
Claims (8)
1. A vehicle section upper cover building vibration reduction design method based on secondary structure noise control is characterized in that: the method comprises the following steps:
s1, determining a target value of the upper cover building noise design: determining the functional positioning of buildings in different areas according to the system layout of the upper cover building, and determining the secondary structure noise limit value L according to the industry standard p0 ；
S2, carrying out the test of the cover-up and cover-down vibration propagation path and the vibration characteristic analysis: if the target vehicle section is in the planning stage, carrying out an analogy test, and using the obtained vibration characteristic for verification of the space dynamics simulation model in the step S3; if the construction stage of the upper cover building is the construction stage, carrying out the test of the under-cover transmission path, and using the obtained vibration characteristic for the verification of the space dynamics simulation model in the step S3; if the step is a modification stage, carrying out a full link test, and using the obtained vibration characteristics for verification of the space dynamics simulation model in the step S3;
s3, carrying out track-soil-building integral vibration simulation and building indoor secondary structure noise prediction, comprising the following steps:
1) And (3) calculating according to a vehicle-rail coupling dynamics method or an actually measured acceleration inversion load to obtain a wheel-rail force:
in the formula, m 1 、m 2 、m 3 The mass of the first series, the second series and the vehicle body of the vehicle respectively, g is the gravity acceleration,
respectively corresponding dynamic acceleration;
2) Defining the interaction of the soil body and the structure as rigid body-flexible body contact or flexible body-flexible body contact, defining a contact model according to the actual situation, and establishing a space dynamics simulation model of a track-stratum-building system by Midas or Ansys;
3) Setting absorption boundary conditions of the space dynamics simulation model in the step 2):
setting a spring damping energy dissipation boundary at the model boundary truncation, wherein the normal boundary C fi ＝c pi A i Shear boundary C qi ＝c si A i In the formula c pi 、c si 、A i Damping constants of unit areas of compression waves and shear waves and areas of boundary points i are respectively set;
4) According to the geological survey data, setting soil layer parameters:
according to the geological survey result, setting the dynamic elastic modulus of the soil layer, referring to the technical specification of the composite foundation, and calculating the composite dynamic elastic modulus E sp ＝mE p +(1-m)E s In the formula, E p To pile foundation compression modulus, E s The compression modulus of the soil layer between pile foundations is shown, and m is an empirical parameter between 0 and 1;
5) According to the test result of the step S2, according to the multi-point verification of indoor vibration, platform vibration and upright column vibration, and updating the wheel-rail force obtained in the step 1) and the soil layer parameters obtained in the step 4) according to the multi-point verification, so that the total value error is within 3 percent, and the maximum error at each frequency is not more than 10 percent;
after the model verification meets the precision requirement, carrying out vibration prediction analysis according to three conditions:
if the target vehicle section is in the planning stage, after the step 5), updating the space dynamic analysis model in the step 2) and the soil layer parameters in the step 4) according to the geological survey data and the construction drawing of the target vehicle, and then calculating to obtain a vibration predicted value VL A,f ；
If the target vehicle section is in the upper cover building construction stage, after the step 5), perfecting a space dynamic analysis model according to a building drawing, and then calculating to obtain a vibration predicted value VL A,f ；
If the target vehicle section is in the reconstruction stage, the calculated indoor vibration value meeting the error requirement in the step 5) is the predicted vibration value VL A,f ；
6) Quantifying the relationship between the secondary structure noise and the vibration acceleration by adopting the following formula:
L p,f ＝VL A,f +10(lgσ-lgH+lgT 60 )-20lg(2πf)+40
in the formula, L p,f Is a predicted value of the secondary structure noise at a certain frequency, sigma is the sound radiation efficiency, H is the average height of the room, T 60 Is the room reverberation time;
according to the vibration prediction value obtained in the step 5), calculating by using the formula to obtain the frequency spectrum characteristics of the secondary structure noise in the building room, and superposing to obtain a noise prediction total value;
s4, according to the difference between the total noise prediction value and the control target value, carrying out vibration reduction index decomposition according to noise reduction frequency matching, and comprising the following steps of:
(1) According to the total noise prediction value obtained in the step S3 and the secondary structure noise limit value L obtained in the step S1 p0 To determine the noise control amount Δ L p (ii) a And (4) according to the frequency spectrum characteristic of the secondary structure noise obtained in the step (S3), taking the frequency with the maximum sound pressure level as the noise master control frequency.
(2) Controlling the noise quantity delta L according to the quantization relation of the noise and the vibration p Converting the sum noise main control frequency into a vibration control quantity delta VL A And a vibration master frequency.
(3) Carrying out vibration control quantity matching and control frequency matching analysis according to the vibration control quantity and the vibration master control frequency obtained in the step (2) and the track vibration reduction, path vibration isolation and building vibration isolation measures, and determining the type of the adopted vibration reduction measure; when the single measure can not meet the control quantity matching, adopting vibration master control frequency matching to determine different vibration reduction measure combination schemes, and decomposing noise control into full-path vibration control.
And S5, designing vibration reduction measures, judging the rationality of vibration reduction design, optimizing parameters and finally enabling the noise predicted value to meet the judgment requirement.
2. The vehicle section upper cover building vibration damping design method according to claim 1, characterized in that: in the step S2, the test is repeated for not less than 3 times under the three conditions; the test section is the maximum vibration section; analyzing the frequency covering 20-200Hz, and reasonably selecting a window function according to the type of the interference signal so as to enhance effective data; when data analysis is carried out, firstly, the signal goodness is judged, effective data are screened, and a window function is reasonably selected according to the type of an interference signal so as to enhance the effective data; the vibration characteristic analysis comprises time-course characteristic analysis, vibration acceleration level analysis and acceleration 1/3 octave frequency characteristic analysis.
3. The vehicle section upper cover building vibration damping design method according to claim 2, characterized in that: the maximum vibration section is the closest vertical section of the stressed column net or the section with the maximum train speed.
4. The vehicle section upper cover building vibration damping design method according to claim 1, characterized in that: in step S2, the measuring point positions for carrying out the analogy test comprise a steel rail and a sleeper of the analogy vehicle section track system, the earth surface of the earth body, a stand column of the building system, an upper cover platform and a building control point.
5. The vehicle section upper cover building vibration damping design method according to claim 1, characterized in that: in the step S2, the measuring point positions for carrying out the under-cover transfer path test comprise the steel rails and the sleepers of the vehicle section track system and the earth surface of the earth body.
6. The vehicle section upper cover building vibration damping design method according to claim 1, characterized in that: in the step S2, the measuring point positions for carrying out the full link test comprise a steel rail and a sleeper of the track system, the earth surface of a soil body, a stand column of a building system, an upper cover platform and a building control point.
7. The vibration damping design method for the vehicle section upper cover building according to the claim 1 is characterized in that the concrete method of the step S5 is as follows: after vibration reduction measures are designed, the spatial dynamic analysis model and the quantitative relation between noise and vibration in the step S3 are used for calculating and obtaining the sound pressure level L after the vibration reduction measures are used PV (ii) a When 1dB<L p0 -L PV <When the power is 3dB, the vibration reduction measure parameter is reasonably designed, and the design is judged to be reasonable, so that the design target is achieved; when L is p0 -L PV <When the noise is 1dB, indicating that the vibration is insufficient, optimizing vibration reduction parameters, improving vibration reduction quantity, and repeatedly developing vibration simulation and building indoor secondary structure noise prediction; when L is p0 -L PV >And 3dB, representing over vibration reduction, optimizing vibration reduction parameters, reducing vibration reduction amount, and repeatedly developing vibration simulation and building indoor secondary structure noise prediction.
8. The vehicle section upper cover building vibration damping design method according to claim 7, characterized in that: the optimized vibration reduction parameters are rigidity, damping and material density of corresponding vibration reduction measures.
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| WO2013108294A1 (en) * | 2012-01-20 | 2013-07-25 | 三菱電機株式会社 | Active vibration noise control device |
| CN107167230A (en) * | 2017-04-17 | 2017-09-15 | 北京交通大学 | The method that building secondary radiation noise is assessed using building construction vibration attenuation rate |
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| WO2013108294A1 (en) * | 2012-01-20 | 2013-07-25 | 三菱電機株式会社 | Active vibration noise control device |
| CN107167230A (en) * | 2017-04-17 | 2017-09-15 | 北京交通大学 | The method that building secondary radiation noise is assessed using building construction vibration attenuation rate |
| CN114519286A (en) * | 2022-02-17 | 2022-05-20 | 中铁二院工程集团有限责任公司 | Rapid calculation method for secondary structure noise caused by vibration of rail transit vehicle |
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