Simulation Study on Ground Vibration Reduction Measures of the Elevated Subway Line
Abstract
:1. Introduction
2. Numerical Model
2.1. Vibration Source Model
2.2. Transmission Path Model
3. Numerical Results and Discussion
3.1. Effect of Vehicle Speed on Ground Vibration
3.2. Effect of Fastener Stiffness on Ground Vibration
3.3. Effect of Installing Vibration Damping Pad on Ground Vibration
3.4. Effect of Continuous Support on Ground Vibration
4. Conclusions
- Because the building is close to the line, the ground vibration requirements near the building are high, and the existing line vibration reduction design cannot meet the environmental requirements.
- When the train running speed is reduced to 30 km/h, the ground vibration can meet the environmental limit value requirements, but the actual operating speed of the train has a greater impact. When applying vibration-damping fasteners alone, the system has the best vibration-reducing performance when the vertical stiffness of fasteners is 10 kN/mm, but it still cannot meet the requirements of ground environmental limits.
- A simulation study on the vibration reduction effect of track vibration reduction pads and a continuous support vibration reduction structure was carried out. The results show that when the vehicle running speed is 65 km/h, the vibration reduction effect of the track vibration reduction pad is outstanding, and the margin to meet the vibration limit value is larger; the vibration reduction effect of the continuous support vibration reduction structure is obvious, and the vibration reduction effect of the joint application of the fasteners and the continuous support vibration reduction structure can satisfy the vibration limit value requirement and have a reasonable margin.
Author Contributions
Funding
Institutional Review Board Statement
Informed Consent Statement
Data Availability Statement
Conflicts of Interest
References
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Parameter Name | Numerical Value | Unit |
---|---|---|
Mass of car body | 49.52 | t |
Mass moment of inertia of car body roll | 80 | t·m2 |
Mass moment of inertia of car body pitch | 1836 | t·m2 |
Mass moment of inertia of car body yaw | 1835 | t·m2 |
Car body center of gravity coordinates | 2.056 | m |
Mass of bogie | 4387 | kg |
Mass moment of inertia of car body yaw | 1847.4 | kg·m2 |
Mass moment of inertia of car body yaw | 3903.8 | kg·m2 |
Mass moment of inertia of car body yaw | 5583.4 | kg·m2 |
Mass of wheelset | 1443 | kg |
Longitudinal stiffness of primary suspension | 5.2 | MN/m |
Lateral stiffness of primary suspension | 5.2 | MN/m |
Vertical stiffness of primary suspension | 0.95 | MN/m |
Longitudinal damping of primary suspension | 15 | kN·s/m |
Lateral damping of primary suspension | 2 | kN·s/m |
Vertical damping of primary suspension | 20 | kN·s/m |
Longitudinal stiffness of secondary suspension | 0.148 | MN/m |
Lateral stiffness of secondary suspension | 0.148 | MN/m |
Vertical stiffness of secondary suspension | 0.452 | MN/m |
Longitudinal damping of secondary suspension | 50 | kN·s/m |
Lateral damping of secondary suspension | 32 | kN·s/m |
Vertical damping of secondary suspension | 32 | kN·s/m |
Component | Density (kgm−3) | Elastic Modulus (GPa) | Poisson’s Ratio |
---|---|---|---|
Wheelset | 7800 | 206 | 0.3 |
Steel rail | 7800 | 206 | 0.3 |
U-shaped bridge | 2450 | 37 | 0.2 |
Pier | 2450 | 37 | 0.2 |
Soil Layer | Density (kgm−3) | Poisson’s Ratio | Shear Wave Velocity (m/s) | Shear Modulus (GPa) | Elastic Modulus (GPa) |
---|---|---|---|---|---|
First layer | 1930 | 0.35 | 130 | 0.102 | 0.276 |
Second layer | 1850 | 0.35 | 260 | 0.134 | 0.363 |
Third layer | 1841 | 0.36 | 270 | 0.134 | 0.365 |
Fourth layer | 1839 | 0.35 | 201 | 0.072 | 0.200 |
Scheme | Speed (km/h) | Distance (m) | Vibration Velocity (mm/s) | Vibration Velocity Limits (mm/s) |
---|---|---|---|---|
1 | 80 | 18.5 | 0.092 | 0.05 |
2 | 65 | 18.5 | 0.08 | 0.05 |
3 | 50 | 18.5 | 0.074 | 0.05 |
4 | 40 | 18.5 | 0.057 | 0.05 |
5 | 35 | 18.5 | 0.052 | 0.05 |
6 | 30 | 18.5 | 0.045 | 0.05 |
Scheme | Speed (km/h) | Fastener parameters | Vibration Velocity (mm/s) | |||
---|---|---|---|---|---|---|
Vertical Stiffness (N/m) | Lateral Stiffness (N/m) | Vertical Damping (Ns/m) | Lateral Damping (Ns/m) | |||
Case 1 | 65 | 12.07 × 106 | 13.5 × 106 | 1361.12 | 947.27 | 0.08 |
Case 2 | 65 | 10 × 106 | 32 × 106 | 1861.12 | 1474.27 | 0.07 |
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Wang, H.; Tang, Z.; Song, L.; Li, L.; Lin, H.; Hu, X. Simulation Study on Ground Vibration Reduction Measures of the Elevated Subway Line. Appl. Sci. 2024, 14, 6706. https://doi.org/10.3390/app14156706
Wang H, Tang Z, Song L, Li L, Lin H, Hu X. Simulation Study on Ground Vibration Reduction Measures of the Elevated Subway Line. Applied Sciences. 2024; 14(15):6706. https://doi.org/10.3390/app14156706
Chicago/Turabian StyleWang, Hao, Ziqi Tang, Leiming Song, Ling Li, Hao Lin, and Xiaojun Hu. 2024. "Simulation Study on Ground Vibration Reduction Measures of the Elevated Subway Line" Applied Sciences 14, no. 15: 6706. https://doi.org/10.3390/app14156706