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浙江大学学报(工学版)
Journal of ZheJiang University (Engineering Science)  2023, Vol. 57 Issue (1): 71-80    DOI: 10.3785/j.issn.1008-973X.2023.01.008
    
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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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     
Received: 28 January 2022      Published: 17 January 2023
CLC:  TU 473  
  TU 443  
Fund:  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)
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Zhi-gang CAO
Si-qi WANG
Yi-fei XU
Xiao-dong BAI
Zong-hao YUAN
Xia-fei MA
Cite this article:

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.

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


地铁车辆段上盖建筑道砟垫减振机理与效果

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 
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
Tab.1 Arrangement of test point
Fig.1 Test section and measuring-point arrangement
Fig.2 Field test and equipment
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
Tab.2 Vibration response of rails and sleepers
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
Tab.3 Vibration comparison of structure column C1 and C2
Fig.3 Spectrum of columns C1 and C2
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
Tab.4 Measured value of superstructure vibration on test line
Fig.4 Vibration propagation law of superstructures on test line
Fig.5 Train-track spatial coupling dynamics model
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
Tab.5 Dynamic parameters of metro train
Fig.6 Static irregularity spectrum of rail
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
Tab.6 Dynamic parameters of track structures
Fig.7 3D finite element model of track-soil-pile-building
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
Tab.7 Parameters of soil layer
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
Tab.8 Parameters of structural model
Fig.8 Time-frequency verification of column D1 vibration
Fig.9 Acceleration time-history curve of column D1 and D2
Fig.10 Vibration acceleration level of column D1 and D2
Fig.11 Insertion loss of structural column F1~F5
Fig.12 Vibration propagation law of superstructures at different velocities
Fig.13 Vibration response of roof E1~E5 building at different speed
Fig.14 Maximum acceleration level of floor slab E1~E5 under different modulus of ballast mats
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