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ThreedimensionalNumericalAnalysisof
GroundVibrationInducedbySubway
Running
LinyaLIU1,QileZHANG*1,ShunmaoMAO2
EngineeringResearchCenterofRailwayEnvironmentVibrationandNoise,MinistryofEducation,EastChina
JiaotongUniversity,Nanchang330013,China
1
NanchangUrbanRailGroupCo.,Ltd,Nanchang330038,China
*306937988@qq.com
Abstract
Based on the finite element software ANSYS, the paper
establishes the railtrack plate tunnelsoil dynamic
interaction finite element model. Wheel/rail forces are
applied to the finite element model for calculating transient
analysis. From the point of view of time domain and
frequency domain, the paper analyses the influences on the
vibration characteristics of the earths surface caused by
factors such as the rule tunnel buried depth, soil elastic
modulus,uplineanddownlinktunneldistance.Theanalytic
results show that the increasing tunnel buried depth can
effectively reduce the surface vibration. Elastic modulus of
soil has great influence on the surface vibration, with the
increasingsoilelasticmodulus,thevibrationresponseofthe
ground first increases then decreases. Increasing the net
distancebetweendoublelinetunnelsisoneofthemeasures
tocontrolthegroundvibration.
Keywords
3DFiniteElementModel;Vibration;Acceleration;TimeDomain;
FrequencyDomain
Introduction
Underground railway has many advantages, such as
large capacity, high speed, safe and reliable, running
ontime,etc.Becauseoftheseoutstandingadvantages,
it becomes an important means to solve the urban
traffic jam. The vibration waves induced by metro
trains running go through rail, track plate, tunnel by
the rock and soil medium to ground surface and
surrounding buildings spread foundation, further
causing the vibration of the earths surface and
adjacent buildings. Many experts and scholars have
done a lot of research and obtained a series of results
about the ground vibration induced by the subway
(XiaandCao,2004)andtheircontrolmeasures(Haoet
al.,2008).
FIG.1WHEELRAILFORCELOADING
107
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5
10
time/s
15
10
20 40 60 80 100
frequency/Hz
a/(mm/s )
PSD
PSD
-15
2
4 6
time/s
2
1
0
0
20 40 60 80 100
frequency/Hz
FIG.4ACCELERATIONANDSPECTRUMOFDEPTH10m
15
PSD
a/(mm/s )
0
-15
-30
0
4 6
time/s
2
1
0
0
20 40 60 80 100
frequency/Hz
FIG.5ACCELERATIONANDSPECTRUMOFDEPTH15m
15
PSD
a/(mm/s )
30
0
-15
-30
0
4 6
time/s
2
1
0
0
20 40 60 80 100
frequency/Hz
FIG.6ACCELERATIONANDSPECTRUMOFDEPTH20m
FIG.2WHEEL/RAILFORCEANDFORCESPECTRUM
108
30
0 20 40 60 80 100
frequency/Hz
5
4
3
2
1
0
0
15
PSD
10
15
-30
0
a/(mm/s )
50
amplitude/(kN/Hz)
force/kN
60
10
4 6
time/s
30
Wheel/RailforceusedinthispaperisgotbytheKaller
calculation theory in the multibody dynamics
software SIMPACKs Wheel/Rail (Rail) module. The
SIMPACKvehiclemodelforNanchangsubwayadopts
metroBvehiclemodelparameters.Themaximumaxle
loadmodelis13tons.Andthedesignedhighestspeed
is 80Km/h. Load step takes 0.005 s. The integration
time interval is 0 to 15 s. So, the paper calculates and
draws the curves of wheel/rail forces and power
spectrumasFig.2.Thiscalculationresultisequivalent
toFengJunhessynthesisbytrackaccelerationmethod
(FengandYan,2008).
70
30
80
60
40
20
0
-20
-40
-60
0
FIG.3ACCELERATIONANDSPECTRUMOFDEPTH5m
differentburialdepthhasaguidingsignificance.Inthe
finiteelementmodel,selectasensitivebittovibration
directly above the tunnel. Vibration spectrum
changingwiththedepthisshowninFig.3toFig.7.
a/(mm/s )
0
-15
-30
0
4 6
time/s
2
1
0
0
20 40 60 80 100
frequency/Hz
FIG.7ACCELERATIONANDSPECTRUMOFDEPTH25m
Fig.3toFig.7showthelawofvibrationinthesoftsoil,
speed 80km/h, uplink and downlink spacing is 15m.
From the acceleration curves we can see that the
deeper the depth, the smaller the vibration response;
the curves become more cyclical when the depths
StudyofCivilEngineeringandArchitecture(SCEA)Volume3,2014 www.seipub.org/scea
30
15
3
PSD
a/(mm/s )
0
-15
-30
0
2
1
4 6
time/s
0
0
20 40 60 80 100
frequency/Hz
30
15
3
PSD
a/(mm/s )
FIG.8ACCELERATIONANDSPECTRUMOF95MPa
0
-15
-30
0
2
1
4 6
time/s
0
0
20 40 60 80 100
frequency/Hz
30
15
3
PSD
a/(mm/s )
FIG.9ACCELERATIONANDSPECTRUMOF165MPa
0
-15
-30
0
2
1
4 6
time/s
0
0
20 40 60 80 100
frequency/Hz
30
15
3
PSD
a/(mm/s )
FIG.10ACCELERATIONANDSPECTRUMOF235MPa
0
-15
-30
0
2
1
4 6
time/s
0
0
20 40 60 80 100
frequency/Hz
30
15
3
PSD
a/(mm/s )
FIG.11ACCELERATIONANDSPECTRUMOF305MPa
0
-15
-30
0
2
1
4 6
time/s
0
0
20 40 60 80 100
frequency/Hz
FIG.12ACCELERATIONANDSPECTRUMOF375MPa
109
15
10
5
0
-5
-10
-15
0
3
PSD
a/(mm/s )
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4 6
time/s
2
1
0
0
sensitivebit,andthenthevibrationresponseismainly
caused by the closer line. Therefore, when a line of
double line tunnel is far more than 25m from the
sensitive points, designers can only consider the
influenceofthenearbytunnel.
20 40 60 80 100
frequency/Hz
15
10
5
0
-5
-10
-15
0
3
PSD
a/(mm/s )
FIG.13ACCELERATIONANDSPECTRUMOFDISTANCE8m
4 6
time/s
2
1
0
0
20 40 60 80 100
frequency/Hz
15
10
5
0
-5
-10
-15
0
3
PSD
a/(mm/s )
FIG.14ACCELERATIONANDSPECTRUMOFDISTANCE12m
4 6
time/s
2
1
0
0
20 40 60 80 100
frequency/Hz
15
10
5
0
-5
-10
-15
0
REFERENCES
4 6
time/s
0
0
20 40 60 80 100
frequency/Hz
PSD
a/(mm/s )
FIG.16ACCELERATIONANDSPECTRUMOFDISTANCE20m
15
10
5
0
-5
-10
-15
0
3
PSD
a/(mm/s2)
FIG.15ACCELERATIONANDSPECTRUMOFDISTANCE16m
Conclusion
4 6
time/s
2008,27(02):4953.
Feng Qingsong, Lei Xiaoyan, Wu Minghui. Numerical
analysis of building under lowfrequency vibrations
ScienceandEngineering,2007,4(5):6872.
Hao Jun, Geng Chuanzhi, Zhu Jianyue. Field Test and
1
0
0
20 40 60 80 100
frequency/Hz
UrbanMassTrasit.2008,04:6871.
L. Andersena, C.J.C.Jones. Coupled boundary and finite
FIG.17ACCELERATIONANDSPECTRUMOFDISTANCE24m
Fromabovefigureswecanfindthatwiththeincrease
of tunnel net spacing, peak acceleration reduces, but
when the net spacing is 16 m, sensitive vibration
response has an amplification phenomenon, which is
consistentwithYanWeimingstestingresults(Yanand
Zhangetal.,2006).Studieshavesuggestedthatthisis
duetothatwavesinthesoilhaverepeatedreflection.
Whenthenetspacingis20mandthedownlinkis25m
farfromthesensitivebit,theuplinkis5mfarfromthe
110
JournalofSoundandVibration,2006,293(3):611625.
Lei Wenjun, Wei Demin. Springviscous boundary in finite
element analyses for infinite media. Earthquake
Engineering and Engineering Vibration, 2005, 25(03):
110114.
Lei Xiaoyan, Sheng Xiaozhen. Advanced studies in modern
tracktheory.ChinaRailwayPublishedHouse,2008.
StudyofCivilEngineeringandArchitecture(SCEA)Volume3,2014 www.seipub.org/scea
Yan Weiming, Zhang Yi, Ren Min, Feng Junhe et al. Insitu
andEngineering.2004,1(1):4451.
InducedbyUrbanSubwaytransit,2006,32(2):149153.
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