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建立了车辆-轨道-隧道及大地-房建结构空间耦合动力学模型,通过子模型间的相互作用关系实现了车辆、轨道、下部基础及房建结构的空间耦合振动分析,并通过相关现场调研和测试验证了模型的可靠性,分析了隧道埋深、建筑高度、楼板厚度、车辆运行速度等参数对建筑物振动特性和振动衰减的影响规律.研究发现,当隧道埋深在11.6m至21.6m间变化时,地表距离隧道中心线10~60m的范围存在振动放大区;隧道埋深从11.6m增大至21.6m,各楼层振级下降幅度为8.3~13.4dB,建筑物振动模态从以高阶振型为主转变成以低阶振型为主;地铁线附近建筑物层数越低,结构的振动响应越小;楼板厚度由0.15m增加至0.25m,各楼层振级下降幅度为0.9~7.4dB;车辆速度由80km/h降低至40km/h,各楼层振级下降幅度为5.7~6.9dB.可见,当地铁线路先于建筑物存在时,适当增加建筑物楼板厚度、降低行车速度、避开振动放大区是控制建筑物结构振动的有效方案.
The coupling dynamics model of vehicle-track-tunnel and earth-building structure was established and the spatial coupling vibration analysis of vehicle, track, lower foundation and building structure was realized through the interaction between sub-models. Through the field investigation The reliability of the model is validated by tests, and the influences of tunnel depth, building height, floor thickness and vehicle running speed on the vibration characteristics and vibration attenuation of the building are analyzed. It is found that when the tunnel depth is between 11.6m and 21.6 The range of 10 ~ 60m from the center of the tunnel to the surface of the tunnel has vibration amplifying area. The depth of the tunnel increases from 11.6m to 21.6m, and the vibration amplitude of each floor declines from 8.3 to 13.4dB. The vibration mode of the building changes from The vibration modes of the structure are smaller; the thickness of the slab increases from 0.15m to 0.25m, and the vibration level of each floor decreases 0.9 ~ 7.4dB; vehicle speed reduced from 80km / h to 40km / h, and the vibration amplitude of each floor decreased by 5.7 ~ 6.9dB. It can be seen that when the subway line exists before the building exists, the floor thickness of the building should be appropriately increased to reduce the driving speed , Avoid Vibration amplification area is an effective program to control the vibration of the building structure.