CN116307379A - Urban rail transit planning method - Google Patents
Urban rail transit planning method Download PDFInfo
- Publication number
- CN116307379A CN116307379A CN202310223281.6A CN202310223281A CN116307379A CN 116307379 A CN116307379 A CN 116307379A CN 202310223281 A CN202310223281 A CN 202310223281A CN 116307379 A CN116307379 A CN 116307379A
- Authority
- CN
- China
- Prior art keywords
- vibration
- rail transit
- track traffic
- line
- map
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Pending
Links
- 238000000034 method Methods 0.000 title claims abstract description 25
- 238000010276 construction Methods 0.000 claims abstract description 10
- 238000004458 analytical method Methods 0.000 claims description 27
- 230000004044 response Effects 0.000 claims description 22
- 238000011156 evaluation Methods 0.000 claims description 16
- 238000004364 calculation method Methods 0.000 claims description 10
- 238000012360 testing method Methods 0.000 claims description 7
- 239000003086 colorant Substances 0.000 claims description 6
- 238000005516 engineering process Methods 0.000 claims description 6
- 230000004927 fusion Effects 0.000 claims description 6
- 238000010586 diagram Methods 0.000 claims description 5
- 230000005540 biological transmission Effects 0.000 claims description 4
- 238000010183 spectrum analysis Methods 0.000 claims description 4
- 230000005284 excitation Effects 0.000 claims description 3
- 238000004088 simulation Methods 0.000 claims description 3
- 239000002689 soil Substances 0.000 description 7
- 238000006243 chemical reaction Methods 0.000 description 4
- 241001669679 Eleotris Species 0.000 description 2
- 230000008878 coupling Effects 0.000 description 2
- 238000010168 coupling process Methods 0.000 description 2
- 238000005859 coupling reaction Methods 0.000 description 2
- 238000013461 design Methods 0.000 description 2
- 230000009286 beneficial effect Effects 0.000 description 1
- 230000008859 change Effects 0.000 description 1
- 238000012937 correction Methods 0.000 description 1
- 238000013016 damping Methods 0.000 description 1
- 238000013075 data extraction Methods 0.000 description 1
- 230000007547 defect Effects 0.000 description 1
- 230000000694 effects Effects 0.000 description 1
- 238000004519 manufacturing process Methods 0.000 description 1
- 238000005259 measurement Methods 0.000 description 1
- 238000012986 modification Methods 0.000 description 1
- 230000004048 modification Effects 0.000 description 1
- 230000035945 sensitivity Effects 0.000 description 1
- 238000001228 spectrum Methods 0.000 description 1
- 230000000007 visual effect Effects 0.000 description 1
- 238000012800 visualization Methods 0.000 description 1
Images
Classifications
-
- G—PHYSICS
- G06—COMPUTING; CALCULATING OR COUNTING
- G06Q—INFORMATION AND COMMUNICATION TECHNOLOGY [ICT] SPECIALLY ADAPTED FOR ADMINISTRATIVE, COMMERCIAL, FINANCIAL, MANAGERIAL OR SUPERVISORY PURPOSES; SYSTEMS OR METHODS SPECIALLY ADAPTED FOR ADMINISTRATIVE, COMMERCIAL, FINANCIAL, MANAGERIAL OR SUPERVISORY PURPOSES, NOT OTHERWISE PROVIDED FOR
- G06Q10/00—Administration; Management
- G06Q10/06—Resources, workflows, human or project management; Enterprise or organisation planning; Enterprise or organisation modelling
- G06Q10/063—Operations research, analysis or management
-
- G—PHYSICS
- G06—COMPUTING; CALCULATING OR COUNTING
- G06F—ELECTRIC DIGITAL DATA PROCESSING
- G06F30/00—Computer-aided design [CAD]
- G06F30/20—Design optimisation, verification or simulation
-
- G—PHYSICS
- G06—COMPUTING; CALCULATING OR COUNTING
- G06Q—INFORMATION AND COMMUNICATION TECHNOLOGY [ICT] SPECIALLY ADAPTED FOR ADMINISTRATIVE, COMMERCIAL, FINANCIAL, MANAGERIAL OR SUPERVISORY PURPOSES; SYSTEMS OR METHODS SPECIALLY ADAPTED FOR ADMINISTRATIVE, COMMERCIAL, FINANCIAL, MANAGERIAL OR SUPERVISORY PURPOSES, NOT OTHERWISE PROVIDED FOR
- G06Q10/00—Administration; Management
- G06Q10/04—Forecasting or optimisation specially adapted for administrative or management purposes, e.g. linear programming or "cutting stock problem"
-
- G—PHYSICS
- G06—COMPUTING; CALCULATING OR COUNTING
- G06Q—INFORMATION AND COMMUNICATION TECHNOLOGY [ICT] SPECIALLY ADAPTED FOR ADMINISTRATIVE, COMMERCIAL, FINANCIAL, MANAGERIAL OR SUPERVISORY PURPOSES; SYSTEMS OR METHODS SPECIALLY ADAPTED FOR ADMINISTRATIVE, COMMERCIAL, FINANCIAL, MANAGERIAL OR SUPERVISORY PURPOSES, NOT OTHERWISE PROVIDED FOR
- G06Q50/00—Information and communication technology [ICT] specially adapted for implementation of business processes of specific business sectors, e.g. utilities or tourism
- G06Q50/10—Services
- G06Q50/26—Government or public services
-
- G—PHYSICS
- G06—COMPUTING; CALCULATING OR COUNTING
- G06Q—INFORMATION AND COMMUNICATION TECHNOLOGY [ICT] SPECIALLY ADAPTED FOR ADMINISTRATIVE, COMMERCIAL, FINANCIAL, MANAGERIAL OR SUPERVISORY PURPOSES; SYSTEMS OR METHODS SPECIALLY ADAPTED FOR ADMINISTRATIVE, COMMERCIAL, FINANCIAL, MANAGERIAL OR SUPERVISORY PURPOSES, NOT OTHERWISE PROVIDED FOR
- G06Q50/00—Information and communication technology [ICT] specially adapted for implementation of business processes of specific business sectors, e.g. utilities or tourism
- G06Q50/40—Business processes related to the transportation industry
-
- G—PHYSICS
- G06—COMPUTING; CALCULATING OR COUNTING
- G06T—IMAGE DATA PROCESSING OR GENERATION, IN GENERAL
- G06T11/00—2D [Two Dimensional] image generation
- G06T11/20—Drawing from basic elements, e.g. lines or circles
- G06T11/206—Drawing of charts or graphs
-
- G—PHYSICS
- G06—COMPUTING; CALCULATING OR COUNTING
- G06T—IMAGE DATA PROCESSING OR GENERATION, IN GENERAL
- G06T17/00—Three dimensional [3D] modelling, e.g. data description of 3D objects
- G06T17/05—Geographic models
-
- G—PHYSICS
- G06—COMPUTING; CALCULATING OR COUNTING
- G06F—ELECTRIC DIGITAL DATA PROCESSING
- G06F2119/00—Details relating to the type or aim of the analysis or the optimisation
- G06F2119/14—Force analysis or force optimisation, e.g. static or dynamic forces
-
- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T90/00—Enabling technologies or technologies with a potential or indirect contribution to GHG emissions mitigation
Landscapes
- Engineering & Computer Science (AREA)
- Business, Economics & Management (AREA)
- Physics & Mathematics (AREA)
- Theoretical Computer Science (AREA)
- General Physics & Mathematics (AREA)
- Human Resources & Organizations (AREA)
- Economics (AREA)
- Strategic Management (AREA)
- Tourism & Hospitality (AREA)
- General Business, Economics & Management (AREA)
- Marketing (AREA)
- Development Economics (AREA)
- Entrepreneurship & Innovation (AREA)
- Geometry (AREA)
- Game Theory and Decision Science (AREA)
- Software Systems (AREA)
- Operations Research (AREA)
- Health & Medical Sciences (AREA)
- General Health & Medical Sciences (AREA)
- Primary Health Care (AREA)
- Educational Administration (AREA)
- Quality & Reliability (AREA)
- Remote Sensing (AREA)
- Computer Graphics (AREA)
- Computer Hardware Design (AREA)
- Evolutionary Computation (AREA)
- General Engineering & Computer Science (AREA)
- Management, Administration, Business Operations System, And Electronic Commerce (AREA)
Abstract
The invention relates to an urban rail transit planning method, which comprises the following steps: before track traffic construction, a track traffic line is initially planned; aiming at the primary track traffic line, a vibration map is constructed for the primary track traffic line; and fusing the obtained vibration map with the urban map, and analyzing the suitability of the vibration environment along the track traffic line on the basis of the obtained vibration map and the urban map to guide the land planning along the track traffic line. According to the invention, the vibration map is constructed for the initial track traffic line, so that the prediction of the vibration data of the whole track traffic line is realized, the obtained vibration data is large and comprehensive, and the accuracy of the vibration pollution prediction along the track traffic line can be improved; the constructed vibration map can conveniently and intuitively display vibration data, is convenient for analyzing the suitability of the vibration environment, improves the feasibility of planning the track traffic along the land, and reduces the construction cost of the track traffic.
Description
Technical Field
The invention belongs to the technical field of rail transit engineering, and particularly relates to an urban rail transit planning method.
Background
Urban rail transit engineering is a complex and compact large-scale engineering, wherein the early planning is a key and indispensible link of the urban rail transit engineering, and vibration pollution and the like generated by rail transit operation are important consideration factors in the criticizing, and decisions such as building relocation, line rerouting and the like can be needed to be made by combining the condition of vibration pollution along the rail transit. At present, the prediction of the vibration pollution is mainly carried out by selecting a plurality of vibration sensitive points along the track traffic, selecting the vibration source intensity of the existing track traffic with the same design standard as the section where the sensitive points are located, and then predicting the vibration data of the sensitive points based on a vibration transmission attenuation formula; the method only predicts the vibration of local sensitive points along the track traffic, has less data and large unilateral performance, and is difficult to objectively and accurately reflect the vibration pollution caused by the track traffic in a larger area range; in addition, the vibration data are difficult to intuitively embody, have poor correspondence with the rail transit line, are inconvenient to analyze the suitability of the vibration environment, and increase the difficulty of planning decisions.
Disclosure of Invention
The invention relates to an urban rail transit planning method which at least can solve part of defects in the prior art.
The invention relates to an urban rail transit planning method, which comprises the following steps:
before track traffic construction, a track traffic line is initially planned;
aiming at the primary track traffic line, a vibration map is constructed for the primary track traffic line;
and fusing the obtained vibration map with the urban map, and analyzing the suitability of the vibration environment along the track traffic line on the basis of the obtained vibration map and the urban map to guide the land planning along the track traffic line.
As one embodiment, the vibration map and the fusion map display vibration influence conditions in different colors and color depths.
As one embodiment, the method for constructing the vibration map includes:
s1: dividing a line area of the urban rail transit line into a plurality of calculated sections along the longitudinal direction of the line;
s2: obtaining ground vibration data of each calculated section through simulation calculation;
s3: performing 1/3 frequency multiplication analysis on the obtained ground vibration data to obtain a vibration influence evaluation index VLzmax of each calculated section;
s4: comparing the calculated vibration influence evaluation index VLzmax with a limit value in the current standard, judging whether a vibration exceeding standard point exists or not, and if so, recording the exceeding standard point;
s5: taking the interval distribution direction of the calculated section as an ordinate and the direction of the ground vertical ordinate as an abscissa, interpolating and fitting all obtained vibration influence evaluation indexes VLzmax, representing the vibration influence evaluation indexes VLzmax by different colors and color depths, drawing a distribution diagram of the vibration influence evaluation indexes VLzmax, and marking out overproof points to obtain the vibration map.
As one embodiment, a method of acquiring ground vibration data includes:
s21, establishing a dynamic model of the vehicle-track-tunnel subsystem and carrying out frequency domain solving to obtain fulcrum counterforce acting on the fastener;
s22, carrying out longitudinal linear equivalent treatment on wheel track load excitation according to fulcrum counterforce to obtain equivalent longitudinal uniform load;
s23, establishing a frequency domain analysis model, applying equivalent longitudinal uniform load in the frequency domain analysis model, and solving to obtain theoretical ground vibration response;
s24, obtaining an actually measured ground vibration response through ground vibration response field test of a measuring point corresponding to the frequency domain analysis model;
s25, correcting the equivalent longitudinally uniform load according to spectral analysis comparison of the actually measured ground vibration response and the theoretical ground vibration response;
s26, based on a harmonic response analysis technology, sequentially completing establishment and solving of a frequency domain analysis model of each calculation section, and obtaining ground vibration data of all calculation sections.
As one embodiment, when the track traffic line to be built is an extension line of the existing track traffic line, vibration data of the existing track traffic line is collected and used for predicting the vibration data of the track traffic line to be built so as to obtain the ground vibration data.
As one of the implementation modes, the vibration source data of the existing track traffic line is used as the source intensity value of the track traffic line to be built, and then the ground environment vibration of the track traffic line to be built is predicted by adopting a vibration transmission attenuation formula, so that the ground vibration data are obtained.
As one of the implementation modes, for the delimited calculated section of the track traffic line to be built, the same-working-condition reference section of the existing track traffic line is selected, and the vibration data of the reference section is used as the ground vibration data of the corresponding calculated section.
The invention has at least the following beneficial effects: according to the invention, the vibration map is constructed for the initial track traffic line, so that the prediction of the vibration data of the whole track traffic line is realized, the obtained vibration data is large and comprehensive, and the accuracy of the vibration pollution prediction along the track traffic line can be improved; the constructed vibration map can conveniently and intuitively display vibration data, is convenient for analyzing the suitability of the vibration environment, improves the feasibility of planning the track traffic along the land, and reduces the construction cost of the track traffic.
Drawings
In order to more clearly illustrate the embodiments of the invention or the technical solutions in the prior art, the drawings that are required in the embodiments or the description of the prior art will be briefly described, it being obvious that the drawings in the following description are only some embodiments of the invention, and that other drawings may be obtained according to these drawings without inventive effort for a person skilled in the art.
Fig. 1 is a schematic diagram of a vibration map according to an embodiment of the present invention;
fig. 2 is a schematic flow chart of an urban rail transit planning method according to an embodiment of the present invention;
FIG. 3 is a schematic diagram of soil layer distribution and section division according to an embodiment of the present invention;
FIG. 4 is a vehicle-track-tunnel subsystem dynamics model provided by an embodiment of the present invention;
fig. 5 is a two-dimensional frequency domain analysis model of a ballast-tunnel-earth subsystem provided by an embodiment of the present invention.
Detailed Description
The following description of the embodiments of the present invention will be made clearly and completely, and it is apparent that the described embodiments are only some embodiments of the present invention, but not all embodiments. All other embodiments, which can be made by those skilled in the art based on the embodiments of the invention without making any inventive effort, are intended to be within the scope of the invention.
As shown in fig. 2, an embodiment of the present invention provides a method for planning urban rail transit, including:
before track traffic construction, a track traffic line is initially planned;
aiming at the primary track traffic line, a vibration map is constructed for the primary track traffic line;
and fusing the obtained vibration map with the urban map, and analyzing the suitability of the vibration environment along the track traffic line on the basis of the obtained vibration map and the urban map to guide the land planning along the track traffic line.
In the embodiment, the vibration map is constructed for the initial track traffic line, so that the prediction of the vibration data of the whole track traffic line is realized, the obtained vibration data is large and comprehensive, and the accuracy of the vibration pollution prediction along the track traffic line can be improved; the constructed vibration map can conveniently and intuitively display vibration data, is convenient for analyzing the suitability of the vibration environment, improves the feasibility of planning the track traffic along the land, and reduces the construction cost of the track traffic.
When the obtained vibration map is fused with the urban map, the vibration map is generally fused/mapped into the urban map, and vibration data, regional roads, buildings and other information can be fused and displayed, so that the vibration distribution condition is convenient to view.
In one embodiment, as shown in fig. 1, in the vibration map and the fusion map, the vibration influence conditions are displayed in different colors and color depths, so that the visualization of the vibration conditions can be realized, and the visual effect is better.
The building information (including but not limited to the outline, area, function type, sensitivity level to vibration and the like of the building) along the track traffic line can be further displayed in the urban map and/or the fusion map, the vibration distribution condition along the track traffic line, the characteristics of the buildings along the line and the like are embodied together, and the background controller or engineering personnel can conveniently conduct land planning and decision.
In the fusion map and/or the vibration map, by adding the display and hidden switching function of vibration data/vibration color display, engineering personnel can conveniently know the change condition before and after the construction of the track traffic line; especially, in the fusion map and/or the vibration map, the invisible switching function of the buildings along the line is added, so that the engineering personnel can conveniently simulate the planning conditions of the buildings along the line, the track traffic planning conditions before and after the building is moved can be conveniently and intuitively compared, and the engineering personnel can be better helped to carry out land planning and decision.
In one embodiment, the method for constructing the vibration map includes:
s1: dividing a line area of the urban rail transit line into a plurality of calculated sections along the longitudinal direction of the line (see fig. 3);
s2: obtaining ground vibration data of each calculated section through simulation calculation;
s3: performing 1/3 frequency multiplication analysis on the obtained ground vibration data to obtain a vibration influence evaluation index VLzmax of each calculated section;
s4: comparing the calculated vibration influence evaluation index VLzmax with a limit value in the current standard, judging whether a vibration exceeding standard point exists or not, and if so, recording the exceeding standard point;
s5: taking the interval distribution direction of the calculated section as an ordinate and the direction of the ground vertical ordinate as an abscissa, interpolating and fitting all obtained vibration influence evaluation indexes VLzmax, representing the vibration influence evaluation indexes VLzmax by different colors and color depths, drawing a distribution diagram of the vibration influence evaluation indexes VLzmax, and marking out overproof points to obtain the vibration map.
Further preferably, the method for acquiring ground vibration data includes:
s21, establishing a dynamic model of the vehicle-track-tunnel subsystem and carrying out frequency domain solving to obtain fulcrum counterforce acting on the fastener;
s22, carrying out longitudinal linear equivalent treatment on wheel track load excitation according to fulcrum counterforce to obtain equivalent longitudinal uniform load;
s23, establishing a frequency domain analysis model, applying equivalent longitudinal uniform load in the frequency domain analysis model, and solving to obtain theoretical ground vibration response;
s24, obtaining an actually measured ground vibration response through ground vibration response field test of a measuring point corresponding to the frequency domain analysis model;
s25, correcting the equivalent longitudinally uniform load according to spectral analysis comparison of the actually measured ground vibration response and the theoretical ground vibration response;
s26, based on a harmonic response analysis technology, sequentially completing establishment and solving of a frequency domain analysis model of each calculation section, and obtaining ground vibration data of all calculation sections.
Optionally, as shown in fig. 4, in S21, a vehicle-track-tunnel subsystem dynamics model is established based on a vehicle-track coupling dynamics theory, and a random dynamics theory is adopted to perform frequency domain solution, so as to obtain a fulcrum reaction force acting on the fastener.
Optionally, in S22, the following formula is adopted to perform longitudinal linear equivalence on the fulcrum reaction force to obtain an equivalent longitudinal uniform load;
L F (f i )＝α(f i )[P 1 (f i )+P 2 (f i )×(1+d)/d]×N b ×N w /L car (1)
wherein: l (L) F For equivalent longitudinal uniform load (kN/m); p (P) 1 、P 2 Fulcrum reaction force (kN), N of two fasteners adjacent to the lower part of wheel pair b Is the number of bogies per vehicle (N b ＝2)，N w Is the number of bogies per vehicle (N w ＝2)；L car Is 1 section of vehicle length (m), d is sleeper spacing, f i Is frequency (Hz).
Preferably, as shown in fig. 5 and S23, the method specifically includes:
a. defining the transverse influence range of each section;
b. extracting soil information of each section, wherein the soil information comprises soil layering information (including but not limited to the number of layers, the soil type and thickness of each layer of soil and the like) and physical parameters (which can be parameters obtained according to engineering geological survey data and include but are not limited to density, elastic modulus, dynamic elastic modulus, poisson ratio and damping parameters) of each layer of soil;
c. based on the harmonic response analysis technology, a two-dimensional frequency domain analysis model of the single section track bed-tunnel-earth coupling system is established.
In one embodiment, S25 specifically includes:
(1) selecting at least 3 sections, establishing a two-dimensional frequency domain analysis model of each section ballast bed-tunnel-earth subsystem based on a harmonic response analysis technology, applying equivalent longitudinal uniform load obtained by a formula (1) to the model, and solving and extracting ground vibration A 1 (f) Wherein f represents frequency;
(2) performing field test on the selected section, wherein the measuring point arrangement corresponds to the data extraction points in the two-dimensional frequency domain analysis model one by one to obtain the actually measured ground vibration A 2 (t), wherein t represents time;
(3) for actual measurement of ground vibration A 2 (t) to be equal to L F Spectrum analysis is carried out at the same frequency interval to obtain A 2 (f) And comparing the frequency spectrums of the ground vibration response obtained by solving the field test and the two-dimensional frequency domain analysis model, and correcting the equivalent longitudinally uniform load by adopting the field test result.
Further, the correction coefficient α (f i ) The following formula is adopted for calculation;
α(f i )＝A 2 (f i )/A 1 (f i ) (2)
correcting the equivalent longitudinally uniform load by adopting the following formula;
L' F (f i )＝α(f i )[P 1 (f i )+P 2 (f i )×(1+d)/d]×N b ×N w /L car (3)
wherein: l'. F Uniformly distributing load (kN/m) longitudinally for the corrected equivalence; p (P) 1 、P 2 For and wheel pairFulcrum reaction force (kN), N of two adjacent fasteners below b Is the number of bogies per vehicle (N b ＝2)，N w Is the number of bogies per vehicle (N w ＝2)；L car Is 1 section of vehicle length (m), d is sleeper spacing, f i Is frequency (Hz).
Preferably, in S26, the mileage of the track traffic line is sequentially from small to large or from large to small.
In the scheme, the urban rail transit line area is divided into a plurality of sections along the longitudinal direction of the line, then ground vibration data of each section are acquired, vibration data are analyzed to obtain vibration influence evaluation indexes, and finally a vibration distribution cloud image (namely a vibration map) is drawn; the whole manufacturing process of the vibration map is simple and the use is convenient.
The scheme is based on the harmonic response analysis technology, the establishment and the solution of the two-dimensional frequency domain analysis model of each section ballast bed-tunnel-earth subsystem are sequentially completed according to the sequence, and the prediction of the ground vibration data of all sections can be rapidly completed; the vibration data are obtained by using the method, the operation is simple, the accuracy of the vibration data obtained by prediction is high, engineering personnel are not required to collect the vibration data of each section, and the method is efficient and trouble-saving.
In one embodiment, when the track traffic line to be built is an extension line of the existing track traffic line, vibration data of the existing track traffic line is collected and used for predicting the vibration data of the track traffic line to be built so as to obtain the ground vibration data. Specifically, at least one of the following modes can be adopted:
(1) As one of the implementation modes, the vibration source data of the existing track traffic line is used as the source intensity value of the track traffic line to be built, and then the ground environment vibration of the track traffic line to be built is predicted by adopting a vibration transmission attenuation formula, so that the ground vibration data are obtained.
(2) As one of the implementation modes, for the delimited calculated section of the track traffic line to be built, the same-working-condition reference section of the existing track traffic line is selected, and the vibration data of the reference section is used as the ground vibration data of the corresponding calculated section.
According to the method, the vibration data of the existing track traffic line are adopted and used for predicting the vibration data of the track traffic line to be built, the relevant vibration data can be obtained without performing field test, the construction efficiency of the vibration map can be effectively improved, and the relevant cost can be remarkably reduced; because the geological conditions of the existing line and the extension line have small difference, the existing line and the extension line have little difference in the aspects of track structure type, vehicle type, design speed and the like, the data reliability and the accuracy are high, the effectiveness of the vibration map can be improved, the application effect of the vibration map is ensured, and the vibration map is better used for urban rail transit planning.
In addition to directly predicting the vibration data of the existing track traffic line (for example, replacing the step S24), the vibration map may be verified and corrected after the vibration map is constructed.
The foregoing description of the preferred embodiments of the invention is not intended to be limiting, but rather is intended to cover all modifications, equivalents, alternatives, and improvements that fall within the spirit and scope of the invention.
Claims (7)
1. A method for urban rail transit planning, comprising:
before track traffic construction, a track traffic line is initially planned;
aiming at the primary track traffic line, a vibration map is constructed for the primary track traffic line;
and fusing the obtained vibration map with the urban map, and analyzing the suitability of the vibration environment along the track traffic line on the basis of the obtained vibration map and the urban map to guide the land planning along the track traffic line.
2. The urban rail transit planning method according to claim 1, characterized in that: and displaying vibration influence conditions in different colors and color depths in the vibration map and the fusion map.
3. The urban rail transit planning method according to claim 1, wherein the vibration map construction method comprises:
s1: dividing a line area of the urban rail transit line into a plurality of calculated sections along the longitudinal direction of the line;
s2: obtaining ground vibration data of each calculated section through simulation calculation;
s3: performing 1/3 frequency multiplication analysis on the obtained ground vibration data to obtain a vibration influence evaluation index VLzmax of each calculated section;
s4: comparing the calculated vibration influence evaluation index VLzmax with a limit value in the current standard, judging whether a vibration exceeding standard point exists or not, and if so, recording the exceeding standard point;
s5: taking the interval distribution direction of the calculated section as an ordinate and the direction of the ground vertical ordinate as an abscissa, interpolating and fitting all obtained vibration influence evaluation indexes VLzmax, representing the vibration influence evaluation indexes VLzmax by different colors and color depths, drawing a distribution diagram of the vibration influence evaluation indexes VLzmax, and marking out overproof points to obtain the vibration map.
4. The urban rail transit planning method according to claim 3, wherein the ground vibration data acquisition method comprises:
s21, establishing a dynamic model of the vehicle-track-tunnel subsystem and carrying out frequency domain solving to obtain fulcrum counterforce acting on the fastener;
s22, carrying out longitudinal linear equivalent treatment on wheel track load excitation according to fulcrum counterforce to obtain equivalent longitudinal uniform load;
s23, establishing a frequency domain analysis model, applying equivalent longitudinal uniform load in the frequency domain analysis model, and solving to obtain theoretical ground vibration response;
s24, obtaining an actually measured ground vibration response through ground vibration response field test of a measuring point corresponding to the frequency domain analysis model;
s25, correcting the equivalent longitudinally uniform load according to spectral analysis comparison of the actually measured ground vibration response and the theoretical ground vibration response;
s26, based on a harmonic response analysis technology, sequentially completing establishment and solving of a frequency domain analysis model of each calculation section, and obtaining ground vibration data of all calculation sections.
5. The urban rail transit planning method according to claim 3, wherein when the rail transit line to be built is an extension line of the existing rail transit line, vibration data of the existing rail transit line is collected and used for predicting the vibration data of the rail transit line to be built to obtain the ground vibration data.
6. The urban rail transit planning method according to claim 5, wherein the vibration source data of the existing rail transit line is used as a source intensity value of the rail transit line to be built, and a vibration transmission attenuation formula is adopted to predict the ground environment vibration of the rail transit line to be built, so that the ground vibration data are obtained.
7. The urban rail transit planning method according to claim 5, wherein for the defined calculated section of the rail transit line to be constructed, the same-condition reference section of the existing rail transit line is selected, and the vibration data of the reference section is used as the ground vibration data of the corresponding calculated section.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202310223281.6A CN116307379A (en) | 2023-03-09 | 2023-03-09 | Urban rail transit planning method |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202310223281.6A CN116307379A (en) | 2023-03-09 | 2023-03-09 | Urban rail transit planning method |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| CN116307379A true CN116307379A (en) | 2023-06-23 |
Family
ID=86819926
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN202310223281.6A Pending CN116307379A (en) | 2023-03-09 | 2023-03-09 | Urban rail transit planning method |
Country Status (1)
| Country | Link |
|---|---|
| CN (1) | CN116307379A (en) |
Cited By (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN117235875A (en) * | 2023-11-14 | 2023-12-15 | 深圳市岩土综合勘察设计有限公司 | Method and system for designing vibration isolation barrier along rail transit line |
-
2023
- 2023-03-09 CN CN202310223281.6A patent/CN116307379A/en active Pending
Cited By (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN117235875A (en) * | 2023-11-14 | 2023-12-15 | 深圳市岩土综合勘察设计有限公司 | Method and system for designing vibration isolation barrier along rail transit line |
| CN117235875B (en) * | 2023-11-14 | 2024-03-12 | 深圳市岩土综合勘察设计有限公司 | Method and system for designing vibration isolation barrier along rail transit line |
Similar Documents
| Publication | Publication Date | Title |
|---|---|---|
| Sun et al. | Modeling carbon emissions from urban traffic system using mobile monitoring | |
| Abulizi et al. | Measuring and evaluating of road roughness conditions with a compact road profiler and ArcGIS | |
| André et al. | Real-world European driving cycles, for measuring pollutant emissions from high-and low-powered cars | |
| López-Martínez et al. | Modelling the fuel consumption and pollutant emissions of the urban bus fleet of the city of Madrid | |
| CN104764868B (en) | A kind of soil organic matter Forecasting Methodology based on Geographical Weighted Regression | |
| CN115034697B (en) | Multi-domain analysis-based multi-element intelligent compaction index grading optimization method and system | |
| JP5502843B2 (en) | Estimation method of earthquake damage of reinforced concrete buildings | |
| CN116307379A (en) | Urban rail transit planning method | |
| Kim et al. | Development of performance prediction models in flexible pavement using regression analysis method | |
| CN109684774A (en) | A kind of beam bridge safety monitoring and assessment device | |
| CN111290295A (en) | Decision support system for wheel-rail interface lubrication and friction control | |
| CN105930974A (en) | City utility tunnel construction location analysis method | |
| CN116105669A (en) | Tunnel surrounding rock deformation prediction method based on time sequence and inversion analysis | |
| CN116295804B (en) | Method for constructing vibration map | |
| CN106126975B (en) | Gene quantitative microbial oil and gas exploration method based on mathematical statistics | |
| Khavassefat et al. | The non-stationary response of flexible pavements to moving loads | |
| Zhang et al. | In-Time Density Monitoring of In-Place Asphalt Layer Construction via Intelligent Compaction Technology | |
| CN113449362A (en) | Road reconnaissance design method and system based on 5G mobile network | |
| CN102680078B (en) | Three-dimensional frequency-domain analysis method for adjacent construction vibration caused by metro traffic | |
| Kennedy et al. | Dynamic segmentation of pavement surface condition data | |
| CN113344759B (en) | Analysis method for pollution emission of mobile source | |
| Taylor | Evaluating the performance of a simulation model | |
| Hu et al. | Comprehensive diagnosis model of environmental impact caused by expressway vehicle emission | |
| Elgamal et al. | Optimizing Public Transportation Networks Using Space Syntax as an Evidence-Based Approach: The Case Study of Mansoura City.(Dept. A) | |
| Zhang | Comparison of Condition Evaluation Methods for Flexible Pavement, and Exploration of Ride Quality Assessment through Vibration Frequency Analysis |
Legal Events
| Date | Code | Title | Description |
|---|---|---|---|
| PB01 | Publication | ||
| PB01 | Publication | ||
| SE01 | Entry into force of request for substantive examination | ||
| SE01 | Entry into force of request for substantive examination |