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浙江大学学报(工学版)
浙江大学学报(工学版)  2023, Vol. 57 Issue (1): 71-80    DOI: 10.3785/j.issn.1008-973X.2023.01.008
土木工程     
地铁车辆段上盖建筑道砟垫减振机理与效果
曹志刚1(),王思崎1,许逸飞1,白晓东1,袁宗浩2,马夏飞3
1. 浙江大学 滨海和城市岩土工程研究中心，浙江 杭州 310058
2. 浙江工业大学 岩土工程研究所，浙江 杭州 310023
3. 杭州市东胜置业有限公司，浙江 杭州 310020
Vibration mitigation mechanism and effect of ballast mats for over-track buildings on metro depot
Zhi-gang CAO1(),Si-qi WANG1,Yi-fei XU1,Xiao-dong BAI1,Zong-hao YUAN2,Xia-fei MA3
1. Research Center of Coastal and Urban Geotechnical Engineering, Zhejiang University, Hangzhou 310058, China
2. Institute of Geotechnical Engineering, Zhejiang University of Technology, Hangzhou 310023, China
3. Hangzhou Dongsheng Real Estate Limited Company, Hangzhou 310020, China
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摘要：

为了分析道砟垫对上盖建筑的减振效果，对杭州市某地铁车辆段咽喉区、试车线碎石道床（含道砟垫）轨道和上盖建筑振动响应进行现场测试. 考虑桩与土体的相互作用，建立列车-轨道-土体-桩-上盖建筑三维全耦合动力学模型，揭示了车辆段列车引起上盖建筑振动传播的规律以及道砟垫对上盖建筑减振的机理，分析不同车速下道砟垫刚度对减振效果的影响. 结果发现，上盖建筑底层振动主频为40~80 Hz，高频成分随着层高衰减明显；建筑顶层振动主频为20~40 Hz，低频成分随着层高有增大的趋势. 道砟垫对上盖建筑的减振效果随着频率的增大呈整体改善的趋势，40 Hz以上的频段，结构最大插入损失可达7~12 dB. 车速越高，道砟垫刚度越小，道砟垫对上盖建筑的减振效果越好. 综合考虑道砟垫压缩量和减振效果，建议道砟垫刚度取值为0.012~0.024 N/mm3.
关键词： 地铁车辆段;  道砟垫;  上盖建筑物;  减振效果    
Abstract:

The vibration responses of track structures in the throat area and test line (with ballast mats) and those of over-track buildings at Hangzhou metro depot were tested in order to analyze the vibration mitigation effect of ballast mats on over-track buildings. A three-dimensional fully-coupled dynamic model of train-track-soil-pile-building was established by considering the interaction between pile and soil. The model revealed the vibration propagation laws of over-track buildings caused by train in the metro deport and the mitigation mechanism of ballast mats on over-track buildings. The influence of stiffness of ballast mats on vibration mitigation effect under different train speeds was analyzed. Results showed that the main frequency range of ground floor vibration was 40-80 Hz, and the high frequency component obviously attenuated with story height. The main frequency range of the vibration of the top floor of the building was 20-40 Hz, and the low frequency component tended to increase with the height of the building. Ballast mats had a good vibration mitigation effect on the over-track building with the increase of frequency. The maximum insertion loss of structures reached 7-12 dB in the frequency band above 40 Hz. The higher speed of the train, the smaller stiffness of ballast mats, the better the vibration mitigation effect of the ballast mats on over-track buildings would be. Compression deformation and vibration mitigation effect were considered. It was recommended that the stiffness range of ballast mats was 0.012-0.024 N/mm3.
Key words: metro depot    ballast mat    over-track building    isolation effectiveness
收稿日期: 2022-01-28 出版日期: 2023-01-17
CLC:  TU 473  
基金资助: 国家自然科学基金资助项目(51778571, 51978611)；浙江省杰出青年基金资助项目(LR21E080004)
作者简介: 曹志刚（1983—），男，教授，从事土动力学的研究. orcid.org/0000-0002-1295-9353. E-mail： caozhigang2011@zju.edu.cn
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曹志刚
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引用本文:

曹志刚,王思崎,许逸飞,白晓东,袁宗浩,马夏飞. 地铁车辆段上盖建筑道砟垫减振机理与效果[J]. 浙江大学学报(工学版), 2023, 57(1): 71-80.

Zhi-gang CAO,Si-qi WANG,Yi-fei XU,Xiao-dong BAI,Zong-hao YUAN,Xia-fei MA. Vibration mitigation mechanism and effect of ballast mats for over-track buildings on metro depot. Journal of ZheJiang University (Engineering Science), 2023, 57(1): 71-80.

链接本文:

https://www.zjujournals.com/eng/CN/10.3785/j.issn.1008-973X.2023.01.008    或    https://www.zjujournals.com/eng/CN/Y2023/V57/I1/71

工况 测点布置
咽喉区（有道砟垫） 钢轨A1 轨枕B1 柱C1
咽喉区（无道砟垫） 钢轨A2 轨枕B2 柱C2
试车线（有道砟垫） 钢轨A3 转换平台柱D1 转换平台柱D2
住宅建筑 1层F1/E1 3层F2/E2 5层F3/E3 7层F4/E4 10层F5/E5
表 1  测点布置
图 1  测试工况及测点布置
图 2  现场测试及测试设备
轨道结构类型 测点 v/(km·h?1) w/mm VLmax /dB
水平 竖直
有道砟垫
（咽喉区） 		A1 5 0.859 84.35 89.61
A1 10 0.638 86.13 91.27
A1 15 0.470 87.85 94.39
B1 5 0.298 83.02 87.26
B1 10 0.187 84.36 88.15
B1 15 0.153 85.12 88.47
无道砟垫
（咽喉区） 		A2 5 0.120 91.61 97.57
A2 10 0.103 92.01 98.53
A2 15 0.076 93.46 100.64
B2 5 0.047 82.59 87.22
B2 10 0.381 83.56 88.17
B2 15 0.024 84.20 88.39
有道砟垫
（试车线） 		A3 20 0.413 81.88 87.45
A3 30 0.231 82.01 90.26
A3 40 0.180 82.07 91.39
表 2  钢轨和轨枕的振动响应
测点 A/(m·s?2) fA /Hz
Z向 Y向 X向
C1 0.332 0.231 0.159 85~90
C2 0.647 0.270 0.224 40~60
表 3  结构柱C1和C2振动的对比
图 3  结构柱C1和C2的频谱图
测点 A/ (m·s?2) fA /Hz
Z向 Y向 X向
D1 0.596 0.370 0.278 40~80
D2 0.091 0.076 0.077 40~80
F1 0.087 0.075 0.073 40~63
F2 0.082 0.070 0.065 0~20、31.5~50
F3 0.075 0.072 0.067 0~20、31.5~50
F4 0.072 0.064 0.068 0~10、20~40
F5 0.070 0.065 0.070 0~10、20~40
表 4  试车线上部结构振动的实测值
图 4  试车线上部结构的振动传播规律
图 5  列车-轨道空间耦合动力学模型
参数 数值
车体质量 48800 kg
单车尺寸(长×宽×高) 19.52 m×3.08 m×3.8 m
转向架轴距 2500 mm
车辆定距 15600 mm
车体转动惯量 1875000 kg?m2
转向架质量 7358 kg
转向架转动惯量 5070 kg?m2
轮对质量 1780 kg
一系悬挂刚度 5.1 kN/mm
一系悬挂阻尼系数 13 kN?s/m
二系悬挂刚度 0.828 kN/mm
二系悬挂阻尼系数 30 kN?s/m
轴重 ≤15 t
表 5  车辆的动力学参数
图 6  钢轨的静态不平顺谱
参数 数值
钢轨截面积 7.745×10?3 m2
钢轨单位质量 60.64 kg/m
钢轨截面惯性矩 3.217×10?5 m4
钢轨弹性垫阻尼系数 7.5×104 N?s/m
轨枕间距 0.6 m
轨枕质量 251 kg
道砟密度 1750 kg/m3
道砟阻尼系数 5.88×104 N?s/m
道砟剪切刚度 7.8×107 N/m
道砟弹性模量 0.8×108 Pa
道砟剪切阻尼系数 8.0×104 N?s/m
地基弹性模量 9.0×107 Pa/m
地基阻尼系数 3.115×104 N?s/m
道砟垫刚度 1.2×10?5~4.8×10?5 Pa
表 6  轨道结构的动力学参数
图 7  轨道-土体-桩-建筑物3D有限元模型
土层 Hi/m ρ/(kg·m?3) E/MPa μ $\xi $
人工填土 4 1.98 117 0.31 0.03
淤泥质土 2 1.53 78.3 0.30 0.03
细砂 14 1.86 220 0.32 0.03
中粗砂 20 1.96 280 0.23 0.03
含砂粉质 60 1.88 150.8 0.31 0.03
表 7  地层参数
模型结构 E/MPa μ ρ/(kg·m?3)
钢轨 210000 0.25 7850
轨枕 30000 0.20 2400
道砟 130 0.35 1800
底碴 300 0.35 2200
混凝土水硬层 315000 0.30 2500
表 8  结构模型的参数
图 8  结构柱D1振动的时频验证
图 9  结构柱D1和D2的加速度时程曲线
图 10  结构柱D1和D2的振动加速度级
图 11  结构柱F1~F5的插入损失
图 12  不同速度下上盖结构的振动传播规律
图 13  不同速度下的楼板E1~E5振动响应
图 14  不同刚度道砟垫下楼板E1~E5的最大加速度级
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