CN117235875A - Method and system for designing vibration isolation barrier along rail transit line - Google Patents
Method and system for designing vibration isolation barrier along rail transit line Download PDFInfo
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- 238000007373 indentation Methods 0.000 claims abstract description 12
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- 230000000873 masking effect Effects 0.000 claims description 21
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Abstract
The application discloses a method and a system for designing a vibration isolation barrier along a rail transit line, and belongs to the technical field of vibration isolation and vibration reduction of civil engineering, wherein the method comprises the steps of acquiring surrounding environment information along the rail transit line based on a map image database; dividing the track traffic line into areas with different grades based on the surrounding environment information of the track traffic line, and acquiring shielding degree thresholds of the areas with different grades; based on soil conditions of different grade areas, predicting soil change, and designing the indentation depth of the first vibration isolation barrier; predicting a shielding degree prediction value of the first vibration isolation barrier based on the pressing depth of the first vibration isolation barrier and rail vehicle information along the rail transit line; if the predicted shielding degree value of the first vibration isolation barrier is smaller than the corresponding shielding degree threshold value, the vibration isolation barrier arrangement is completed, otherwise, the distribution design of the second vibration isolation barrier is continued. The rail transit is uniformly divided along the line, and the targeted vibration isolation barrier arrangement can be carried out according to the peripheral buildings.
Description
Technical Field
The application relates to the technical field of vibration isolation and vibration reduction in civil engineering, in particular to a method and a system for designing a vibration isolation barrier along a rail transit line.
Background
With the rapid development of economy, various heavy and even extra heavy industrial equipment is continuously put into production. The traffic tools such as overhead roads, light rails, subways and the like in the city form a three-dimensional traffic system. In addition, the existing high-speed railways such as full-speed acceleration, magnetic suspension and the like are put into operation, various artificial vibration sources are increased gradually, and the influence on the surrounding environment is increased gradually. The working pressure of the modern society is increased, and the requirements of people on life and working environment are also increased.
During subway operation, the generated vibrations are divergently transmitted to the surrounding soil mass through the subway foundation, and then transmitted to the building foundation and the upper structure through the foundation. The upper structure can generate secondary vibration and noise after being subjected to subway induced vibration, and normal use and comfort are affected. The essence of vibration pollution is that vibration waves propagate along the ground surface, and the vibration waves can be intercepted by arranging a barrier so as to achieve the purpose of treating the vibration pollution. However, in the prior art, how to perform vibration isolation barrier arrangement on rail transit lines in different areas does not have unified standards.
Therefore, how to provide a design method of vibration isolation barriers, which uniformly divides the track traffic along the line, enables the vibration isolation barriers to be arranged in a more regular sequence, and can be arranged in a targeted mode according to surrounding buildings, is a technical problem to be solved by those skilled in the art.
Disclosure of Invention
Therefore, the application provides a method and a system for designing vibration isolation barriers along the track traffic line, which are used for solving the problem that the vibration isolation barrier arrangement is not targeted due to the fact that the vibration isolation barrier arrangement is not unified in the prior art.
In order to achieve the above object, the present application provides the following technical solutions:
according to a first aspect of the application, there is provided a method for designing a vibration isolation barrier along a track traffic line, comprising the steps of:
step S1: based on a map image database, acquiring surrounding environment information along the track traffic line;
step S2: dividing the track traffic line into areas with different grades based on the surrounding environment information of the track traffic line, and acquiring shielding degree thresholds of the areas with different grades;
step S3: based on soil conditions of different grade areas, predicting soil change, and designing the indentation depth of the first vibration isolation barrier;
step S4: predicting a shielding degree prediction value of the first vibration isolation barrier based on the pressing depth of the first vibration isolation barrier and rail vehicle information along the rail transit line;
step S5: if the predicted shielding degree value of the first vibration isolation barrier is smaller than the corresponding shielding degree threshold value, the vibration isolation barrier arrangement is completed, otherwise, the distribution design of the second vibration isolation barrier is continued.
Further, in the step S3, the depth of penetration of the first vibration isolation barrier is designed based on the soil conditions of the different grade areas, and the method specifically includes the following steps:
step S301: acquiring soil information of a corresponding grade area;
step S302: acquiring climate change information of a plurality of time periods in a corresponding grade area;
step S303: and predicting to obtain an estimated soil property value based on the soil property information, the climate change information and the first prediction evaluation model, and designing to obtain the indentation depth of the first vibration isolation barrier.
Further, the first predictive evaluation model is:
；
wherein,for the evaluation of soil quality, < > is->For the average precipitation over a plurality of time periods, < >>For a first period of climate change, +.>For a second period of climate change, +.>For a third period of time of climate change,is->A soil property evaluation function of individual soil property information, < ->Is the +.>Characteristic value of individual information->The value range of (2) is 1 or more and less than +.>Integer of>The number of parameters of the soil information, +.>For the depth of penetration of the first vibration isolation barrier, +.>The weight is preset for the soil indentation depth.
Further, the step S2 specifically includes the following steps:
step S201: based on a map image database, acquiring basic information, distribution density, distribution distance and population residence number of surrounding buildings along the track traffic line;
step S202: based on the surrounding environment information and the shielding degree evaluation function of the surrounding buildings, evaluating the track traffic line corresponding to the surrounding buildings to obtain a shielding degree evaluation value;
step S203: if the shielding degree evaluation value is within a first threshold range, evaluating that the corresponding track traffic line is a first grade area, and taking the corresponding shielding degree threshold;
step S204: if the shielding degree evaluation value is in the second threshold range, evaluating that the corresponding track traffic line is a second level region, and taking the corresponding shielding degree threshold;
step S205: and if the shielding degree evaluation value is within a third threshold value range, evaluating that the corresponding track traffic line is a third-level region, and taking the corresponding shielding degree threshold value.
Further, the masking degree evaluation function is:
；
wherein,for the evaluation value of the masking degree, +.>For the distribution density of surrounding buildings->Is the first part of the surrounding building>Information prediction function of individual information,/>Is the first part of the surrounding building>Characteristic value of individual information->The value range of (2) is 1 or more and less than +.>Integer of>Parameter number of basic information for surrounding building, < +.>For the distribution distance of surrounding buildings->Population occupancy for surrounding buildings.
Further, in the step S4, a predicted value of the shielding degree of the first vibration isolation barrier is predicted based on the pressed depth of the first vibration isolation barrier and the information of the rail vehicles along the rail transit, and the method specifically includes the following steps:
step S401: acquiring material information and pressing depth of a first vibration isolation barrier;
step S402: acquiring the track type and track burial depth of a track, and the speed and the traffic of a vehicle;
step S403: and based on the shielding degree prediction function, substituting the information to predict the shielding degree of the first vibration isolation barrier to obtain a shielding degree prediction value.
Further, the masking degree prediction function is:
；
wherein,for the masking degree prediction value, +.>A shielding index corresponding to the material of the first vibration isolation barrier,>for the depth of penetration of the first vibration isolation barrier, +.>For the preset weight corresponding to the track type, +.>Is embedded in the track>Vehicle speed->Is the vehicular traffic volume.
According to a second aspect of the present application, there is provided a rail transit along-line vibration isolation barrier arrangement system for implementing the rail transit along-line vibration isolation barrier design method of any one of the above, comprising:
the information acquisition unit is used for acquiring the surrounding environment information on the track traffic along line;
the information processing unit is used for dividing the track traffic line into areas with different grades based on the surrounding environment information of the track traffic line, and acquiring shielding degree thresholds of the areas with different grades;
the design unit is used for predicting soil property change based on soil property conditions of different grade areas and designing the pressing depth of the first vibration isolation barrier;
the evaluation unit is used for predicting a shielding degree predicted value of the first vibration isolation barrier based on the pressing depth of the first vibration isolation barrier and the information of the rail vehicles along the rail transit;
and the comparison feedback unit is used for comparing the shielding degree predicted value of the first vibration isolation barrier with the corresponding shielding degree threshold value.
The application has the following advantages:
the application obtains the surrounding environment information along the track traffic based on the map image database. Based on surrounding environment information along the track traffic line, dividing the track traffic line into areas with different grades, and acquiring shielding degree thresholds of the areas with different grades. Based on the soil conditions of different grade areas, the soil change is predicted, and the indentation depth of the first vibration isolation barrier is designed. And predicting a shielding degree prediction value of the first vibration isolation barrier based on the pressed depth of the first vibration isolation barrier and the information of the rail vehicles along the rail transit. If the predicted shielding degree value of the first vibration isolation barrier is larger than the corresponding shielding degree threshold value, the vibration isolation barrier arrangement is completed, otherwise, the distribution design of the second vibration isolation barrier is continued.
According to the method, the track traffic line is uniformly divided, the track traffic line is divided into areas with different grades, the pressing depth of the first vibration isolation barrier is designed according to the classified grade areas, the vibration isolation barriers with the pressing depth are arranged, the vibration isolation barriers are arranged in a more regular sequence, and the targeted vibration isolation barrier arrangement can be carried out according to the peripheral buildings.
Drawings
In order to more clearly illustrate the embodiments of the present application or the technical solutions in the prior art, the drawings used in the description of the embodiments or the prior art will be briefly described below. It will be apparent to those of ordinary skill in the art that the drawings in the following description are exemplary only and that other implementations can be obtained from the extensions of the drawings provided without inventive effort.
The structures, proportions, sizes, etc. shown in the present specification are shown only for the purposes of illustration and description, and are not intended to limit the scope of the application, which is defined by the claims, so that any structural modifications, changes in proportions, or adjustments of sizes, which do not affect the efficacy or the achievement of the present application, should fall within the ambit of the technical disclosure.
FIG. 1 is a flow chart of a method for designing a vibration isolation barrier along a rail transit line;
fig. 2 is a specific flowchart of step S2 in the method for designing a vibration isolation barrier along a rail transit line provided by the present application;
fig. 3 is a specific flowchart of step S3 in the method for designing a vibration isolation barrier along a rail transit line provided by the present application;
fig. 4 is a specific flowchart of step S4 in the method for designing a vibration isolation barrier along a rail transit line provided by the present application;
fig. 5 is a connection block diagram of the vibration isolation barrier arrangement system along the track traffic line provided by the application.
Detailed Description
Other advantages and advantages of the present application will become apparent to those skilled in the art from the following detailed description, which, by way of illustration, is to be read in connection with certain specific embodiments, but not all embodiments. All other embodiments, which can be made by those skilled in the art based on the embodiments of the application without making any inventive effort, are intended to be within the scope of the application.
The vibration isolation barrier arrangement aims to solve the problem that the vibration isolation barrier arrangement is not targeted due to the fact that the vibration isolation barrier arrangement is not unified in the prior art. According to a first aspect of the present application, there is provided a method for designing a vibration isolation barrier along a track traffic line, as shown in fig. 1, comprising the steps of:
step S1: based on a map image database, acquiring surrounding environment information along the track traffic line;
step S2: dividing the track traffic line into areas with different grades based on the surrounding environment information of the track traffic line, and acquiring shielding degree thresholds of the areas with different grades;
step S3: based on soil conditions of different grade areas, predicting soil change, and designing the indentation depth of the first vibration isolation barrier;
step S4: predicting a shielding degree prediction value of the first vibration isolation barrier based on the pressing depth of the first vibration isolation barrier and rail vehicle information along the rail transit line;
step S5: if the predicted shielding degree value of the first vibration isolation barrier is smaller than the corresponding shielding degree threshold value, the vibration isolation barrier arrangement is completed, otherwise, the distribution design of the second vibration isolation barrier is continued.
Surrounding environmental information on the track traffic along the line, such as the building condition of surrounding buildings and surrounding soil quality, can influence the propagation of vibration waves. In the face of different environments, different arrangement strategies are required to be arranged along the corresponding rail transit line, so that the problem of different propagation speeds of vibration waves can be solved, and the problem that vibration isolation effect cannot be achieved at one position along the line during arrangement is avoided.
The application divides the track traffic into areas with different grades along the line, and in a specific design, the track traffic is divided into a first grade area, a second grade area and a third grade area, and each grade area is provided with a corresponding shielding degree threshold value. The masking level threshold is the decibel of maximum vibration that the region can afford. For example, in the first level region, the depth of penetration of the first vibration isolation barrier is designed according to the soil conditions. And predicting a shielding degree prediction value of the first vibration isolation barrier based on the track traffic information of the first level region. The predicted masking level is the decibel of vibration remaining from filtering through the first vibration isolation barrier.
If the predicted shielding degree value of the first vibration isolation barrier is smaller than the corresponding shielding degree threshold value, the predicted shielding degree value indicates that the vibration decibel reaching the surrounding building is acceptable, namely, after the first vibration isolation barrier is set, the use requirement is met. If the predicted shielding degree value of the first vibration isolation barrier is larger than the corresponding shielding degree threshold value, the vibration decibel reaching the surrounding building is unacceptable, namely after the first vibration isolation barrier is set, the first vibration isolation barrier needs to be continuously arranged behind the first vibration isolation barrier, the second vibration isolation barrier is continuously arranged according to the designed pressing depth, and the like.
According to the application, the track traffic line is uniformly divided, the track traffic line is divided into areas with different grades, and different vibration isolation barrier arrangements are carried out according to the classified grade areas, so that the vibration isolation barrier arrangements are more regular and sequential, and the targeted vibration isolation barrier arrangements can be carried out according to the peripheral buildings.
As shown in fig. 2, step S2 specifically includes the following steps:
step S201: based on a map image database, basic information, distribution density, distribution distance and population residence number of surrounding buildings are acquired along the track traffic line;
step S202: based on surrounding environment information and shielding degree evaluation functions of surrounding buildings, evaluating rail transit lines corresponding to the surrounding buildings to obtain shielding degree evaluation values;
step S203: if the shielding degree evaluation value is in the first threshold range, evaluating that the corresponding track traffic line is a first grade area, and taking the corresponding shielding degree threshold;
step S204: if the shielding degree evaluation value is in the second threshold range, evaluating that the corresponding track traffic line is a second level region, and taking the corresponding shielding degree threshold;
step S205: and if the shielding degree evaluation value is in the third threshold range, evaluating that the corresponding track traffic line is a third-level region, and taking the corresponding shielding degree threshold value.
Specifically, the masking degree evaluation function is:
；
wherein,for the evaluation value of the masking degree, +.>For the distribution density of surrounding buildings->Is the first part of the surrounding building>Information prediction function of individual information,/>Is the first part of the surrounding building>Characteristic value of individual information->The value range of (2) is 1 or more and less than +.>Integer of>Parameter number of basic information for surrounding building, < +.>For the distribution distance of surrounding buildings->Population occupancy for surrounding buildings.
The basic information of the surrounding building includes at least the construction time, the number of construction layers, and the construction materials of the building. According to the construction time, the number of construction layers and the construction materials of the peripheral buildings, the influence of railway vibration on the peripheral buildings can be calculated, and the damage degree of the peripheral buildings can be identified, namely, the quality problem of the buildings is identified. And further obtaining the degree of the influence of vibration on the building according to the distribution density of the surrounding buildings. The better the quality of the building, the more sparse the distribution density, the higher the decibel of vibration it bears, and conversely the lower.
And comparing the shielding degree evaluation value predicted by the shielding degree evaluation function with threshold ranges of different grades, dividing the track traffic line into areas of a first grade, a second grade and a third grade, and arranging targeted vibration isolation barriers in the areas of different grades.
And evaluating the track traffic line corresponding to the peripheral building according to the shielding degree evaluation function to obtain a shielding degree evaluation value. The masking degree evaluation value is a score for the surrounding building, and the higher the score is, the larger the vibration decibel the surrounding building can bear is. The score is divided into three grades, wherein the first threshold range is 1-3, the second threshold range is 4-6, and the first threshold range is 7-10. The shielding degree threshold corresponding to the first threshold range is selected to be 30 dB, the shielding degree threshold corresponding to the second threshold range is selected to be 60 dB, and the shielding degree threshold corresponding to the first threshold range is selected to be 80 dB. If the obtained score is 5, the value falls into a second threshold range, which indicates that the region is a second-level region, and the masking degree threshold is 60 dB.
As shown in fig. 3, in step S3, the depth of penetration of the first vibration isolation barrier is designed based on the soil conditions of the different level regions, and specifically includes the following steps:
step S301: acquiring soil information of a corresponding grade area;
step S302: acquiring climate change information of a plurality of time periods in a corresponding grade area;
step S303: and predicting to obtain an estimated soil property value based on the soil property information, the climate change information and the first prediction evaluation model, and designing to obtain the indentation depth of the first vibration isolation barrier.
Specifically, the first predictive evaluation model is:
；
wherein,for the evaluation of soil quality, < > is->For the average precipitation over a plurality of time periods, < >>For a first period of climate change, +.>For a second period of climate change, +.>For a third period of time of climate change,is->A soil property evaluation function of individual soil property information, < ->Is the +.>Characteristic value of individual information->The value range of (2) is 1 or more and less than +.>Integer of>The number of parameters of the soil information, +.>For the depth of penetration of the first vibration isolation barrier, +.>The weight is preset for the soil indentation depth.
The soil property information includes at least soil moisture content, soil hardness, and soil permeability. If a strong rainfall occurs in a certain time period, the precipitation amount of the strong rainfall affects the deep soil change, so that the deep soil has a sinking or rising condition in the future. And predicting soil change information according to the climate conditions, and obtaining a soil evaluation value according to the first prediction evaluation model. The depth of the vibration isolation barrier is determined by the soil quality, and the application can press the vibration isolation barrier according to the soil quality evaluation value. When the soil is hard, the depth to which the barrier should be set is small. Otherwise, the depth of the barrier is larger. Thereby, the rationality of the vibration isolation barrier arrangement is ensured.
As shown in fig. 4, in step S4, a predicted value of the shielding degree of the first vibration isolation barrier is predicted based on the pressed depth of the first vibration isolation barrier and the rail vehicle information along the rail transit, and specifically includes the steps of:
step S401: acquiring material information and pressing depth of a first vibration isolation barrier;
step S402: acquiring the track type and track burial depth of a track, and the speed and the traffic of a vehicle;
step S403: and based on the shielding degree prediction function, substituting the information to predict the shielding degree of the first vibration isolation barrier to obtain a shielding degree prediction value.
Specifically, the masking degree prediction function is:
；
wherein,for the masking degree prediction value, +.>A shielding index corresponding to the material of the first vibration isolation barrier,>for the depth of penetration of the first vibration isolation barrier, +.>For the preset weight corresponding to the track type, +.>Is embedded in the track>Vehicle speed->Is the vehicular traffic volume.
And combining the material information of the first vibration isolation barrier and the pressing depth, and calculating the track type and the track burial depth of the track and the speed and the traffic of the vehicle to obtain a shielding degree predicted value. The predicted masking level is the decibel of vibration remaining from filtering through the first vibration isolation barrier. For example, the predicted masking level value is 30 db, and the masking level threshold is 60 db. The predicted value of the shielding degree is smaller than the corresponding threshold value of the shielding degree, so that the vibration decibel reaching the surrounding building is acceptable, namely, the use requirement can be met after the first vibration isolation barrier is set. For example, the predicted masking level value is 70 db, and the masking level threshold is 60 db. The predicted value of the shielding degree is larger than the corresponding threshold value of the shielding degree, so that the vibration decibel reaching the surrounding building is unacceptable, namely after the first vibration isolation barrier is set, the vibration decibel needs to be continuously arranged behind the first vibration isolation barrier, the second vibration isolation barrier is continuously arranged according to the designed pressing depth, and the like.
According to a second aspect of the present application, there is provided a rail transit along-line vibration isolation barrier arrangement system for implementing the above rail transit along-line vibration isolation barrier design method, as shown in fig. 5, comprising:
the information acquisition unit is used for acquiring surrounding environment information on the track traffic along line;
the information processing unit is used for dividing the track traffic line into areas with different grades based on the surrounding environment information of the track traffic line, and acquiring shielding degree thresholds of the areas with different grades;
the design unit is used for predicting soil property change based on soil property conditions of different grade areas and designing the pressing depth of the first vibration isolation barrier;
the evaluation unit is used for predicting a shielding degree predicted value of the first vibration isolation barrier based on the pressing depth of the first vibration isolation barrier and the information of the rail vehicles along the rail transit;
and the comparison feedback unit is used for comparing the shielding degree predicted value of the first vibration isolation barrier with the corresponding shielding degree threshold value.
The information acquisition unit acquires surrounding environment information along the track traffic line based on the map image database. The information processing unit divides the track traffic line into areas with different grades based on the surrounding environment information of the track traffic line, and acquires shielding degree thresholds of the areas with different grades. The design unit predicts the change of the soil texture based on the soil texture conditions of the different grade areas, and designs the indentation depth of the first vibration isolation barrier. The evaluation unit predicts a predicted value of the shielding degree of the first vibration isolation barrier based on the pressed depth of the first vibration isolation barrier and the rail vehicle information along the rail transit. And comparing the shielding degree predicted value of the feedback unit compared with the first vibration isolation barrier with a corresponding shielding degree threshold value. If the predicted shielding degree value of the first vibration isolation barrier is smaller than the corresponding shielding degree threshold value, the vibration isolation barrier arrangement is completed, otherwise, the distribution design of the second vibration isolation barrier is continued.
While the application has been described in detail in the foregoing general description and specific examples, it will be apparent to those skilled in the art that modifications and improvements can be made thereto. Accordingly, such modifications or improvements may be made without departing from the spirit of the application and are intended to be within the scope of the application as claimed.
Claims (8)
1. The design method of the vibration isolation barrier along the track traffic line is characterized by comprising the following steps of:
step S1: based on a map image database, acquiring surrounding environment information along the track traffic line;
step S2: dividing the track traffic line into areas with different grades based on the surrounding environment information of the track traffic line, and acquiring shielding degree thresholds of the areas with different grades;
step S3: based on soil conditions of different grade areas, predicting soil change, and designing the indentation depth of the first vibration isolation barrier;
step S4: predicting a shielding degree prediction value of the first vibration isolation barrier based on the pressing depth of the first vibration isolation barrier and rail vehicle information along the rail transit line;
step S5: if the predicted shielding degree value of the first vibration isolation barrier is smaller than the corresponding shielding degree threshold value, the vibration isolation barrier arrangement is completed, otherwise, the distribution design of the second vibration isolation barrier is continued.
2. The method for designing the vibration isolation barrier along the track traffic line according to claim 1, wherein in the step S3, the depth of penetration of the first vibration isolation barrier is designed based on the soil conditions of the different level areas, and the method specifically comprises the steps of:
step S301: acquiring soil information of a corresponding grade area;
step S302: acquiring climate change information of a plurality of time periods in a corresponding grade area;
step S303: and predicting to obtain an estimated soil property value based on the soil property information, the climate change information and the first prediction evaluation model, and designing to obtain the indentation depth of the first vibration isolation barrier.
3. The method for designing a vibration isolation barrier along a rail transit line of claim 2, wherein the first predictive evaluation model is:
；
wherein,for the evaluation of soil quality, < > is->For the average precipitation over a plurality of time periods, < >>For a first period of climate change, +.>For a second period of climate change, +.>For a third period of time of climate change,is->A soil property evaluation function of individual soil property information, < ->Is the +.>Characteristic value of individual information->The value range of (2) is 1 or more and less than +.>Integer of>The number of parameters of the soil information, +.>For the depth of penetration of the first vibration isolation barrier, +.>The weight is preset for the soil indentation depth.
4. The method for designing the vibration isolation barrier along the track traffic line according to claim 1, wherein the step S2 specifically comprises the following steps:
step S201: based on a map image database, acquiring basic information, distribution density, distribution distance and population residence number of surrounding buildings along the track traffic line;
step S202: based on the surrounding environment information and the shielding degree evaluation function of the surrounding buildings, evaluating the track traffic line corresponding to the surrounding buildings to obtain a shielding degree evaluation value;
step S203: if the shielding degree evaluation value is within a first threshold range, evaluating that the corresponding track traffic line is a first grade area, and taking the corresponding shielding degree threshold;
step S204: if the shielding degree evaluation value is in the second threshold range, evaluating that the corresponding track traffic line is a second level region, and taking the corresponding shielding degree threshold;
step S205: and if the shielding degree evaluation value is within a third threshold value range, evaluating that the corresponding track traffic line is a third-level region, and taking the corresponding shielding degree threshold value.
5. The method for designing a vibration isolation barrier along a rail transit line according to claim 4, wherein the masking degree evaluation function is:
；
wherein,for the evaluation value of the masking degree, +.>For the distribution density of surrounding buildings->Is the first part of the surrounding building>Information prediction function of individual information,/>Is the first part of the surrounding building>Characteristic value of individual information->The value range of (2) is 1 or more and less than +.>Integer of>Parameter number of basic information for surrounding building, < +.>For the distribution distance of surrounding buildings->Population occupancy for surrounding buildings.
6. The method for designing the vibration isolation barrier along the track traffic line according to claim 1, wherein in the step S4, the predicted value of the shielding degree of the first vibration isolation barrier is predicted based on the pressed depth of the first vibration isolation barrier and the information of the track vehicles along the track traffic line, and specifically comprises the steps of:
step S401: acquiring material information and pressing depth of a first vibration isolation barrier;
step S402: acquiring the track type and track burial depth of a track, and the speed and the traffic of a vehicle;
step S403: and based on the shielding degree prediction function, substituting the information to predict the shielding degree of the first vibration isolation barrier to obtain a shielding degree prediction value.
7. The method for designing a vibration isolation barrier along a rail transit line of claim 6, wherein the masking degree prediction function is:
；
wherein,for the masking degree prediction value, +.>A shielding index corresponding to the material of the first vibration isolation barrier,>for the depth of penetration of the first vibration isolation barrier, +.>For the preset weight corresponding to the track type, +.>For the depth of the track to be buried,/>vehicle speed->Is the vehicular traffic volume.
8. A rail transit along-line vibration isolation barrier arrangement system for implementing the rail transit along-line vibration isolation barrier design method of any one of claims 1 to 7, comprising:
the information acquisition unit is used for acquiring the surrounding environment information on the track traffic along line;
the information processing unit is used for dividing the track traffic line into areas with different grades based on the surrounding environment information of the track traffic line, and acquiring shielding degree thresholds of the areas with different grades;
the design unit is used for predicting soil property change based on soil property conditions of different grade areas and designing the pressing depth of the first vibration isolation barrier;
the evaluation unit is used for predicting a shielding degree predicted value of the first vibration isolation barrier based on the pressing depth of the first vibration isolation barrier and the information of the rail vehicles along the rail transit;
and the comparison feedback unit is used for comparing the shielding degree predicted value of the first vibration isolation barrier with the corresponding shielding degree threshold value.
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| CN202311508513.9A CN117235875B (en) | 2023-11-14 | 2023-11-14 | Method and system for designing vibration isolation barrier along rail transit line |
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