摘要
以地铁橡胶浮置板轨道为研究对象,基于隔振垫超弹性本构建立地铁车辆-橡胶浮置板轨道-隧道耦合动力分析模型,计算橡胶浮置板轨道的动力响应及减振效果。结果表明:隔振垫超弹性本构模型计算的轨道结构及隧道壁动力响应均更接近实测数据;不同隔振垫刚度工况下,超弹性本构模型计算得到的轨道结构位移均小于线弹性本构模型,钢轨和轨道板位移峰值分别相差10%和40%左右;超弹性本构模型计算得到的轨道板加速度峰值较小而基底加速度峰值较大,且随隔振垫刚度增加,2种模型计算的轨道板振动差异减小、基底振动差异显著增大,常用隔振垫静刚度范围(0.019~0.100 N·mm^(-3))内超弹性本构模型与线弹性本构模型计算的基底加速度峰值之比最大为2.46,而采用线弹性本构模型将低估橡胶浮置板轨道基底振动;超弹性本构模型计算得到的轨道板振动及基底高频振动较小,而基底低频振动较大,传递损失小,而采用线弹性本构模型将高估地铁振动特征频段(50~80 Hz)的减振作用,放大轨道固有频率附近(16~31.5 Hz)振动。
Taking the rubber floating slab track of metro as the research object,the coupling dynamic analysis model of metro vehicle-rubber floating slab track-tunnel was established based on the hyperelastic constitutive model of vibration isolation pad,and the dynamic responses and vibration reduction effects of the rubber floating slab track were calculated.The results show that the dynamic responses of the track structure and the tunnel wall calculated by the hyperelastic constitutive model of vibration isolation pad are closer to the measured data.Under different stiffness conditions of vibration isolation pad,the track structure displacements calculated by the hyperelastic constitutive model are less than those of the linear elastic constitutive model,and differences of the peak displacements between the rail and the track slab are about 10%and 40%,respectively.The peak accelerations of the track slab calculated by the hyperelastic constitutive model are smaller,while the peak accelerations of the base are larger.With the increase of the stiffness of vibration isolation pad,the vibration differences of the track slab calculated by the two models decrease,while the vibration differences of the base increase significantly.The maximum ratio of the base peak accelerations calculated by the two models within the common stiffness range(0.019-0.100 N·mm^(-3))of vibration isolation pad is 2.46.While the application of linear elastic constitutive model will underestimate the base vibration of the rubber floating slab track.The track slab vibration and the base vibration in high frequency calculated by the hyperelastic constitutive model are smaller,while the base vibration in low frequency are larger with smaller transmission loss.While the application of linear elastic constitutive model will overestimate the vibration reduction effects at the metro vibration characteristic frequency band(50-80 Hz)and amplify the vibration near the natural track frequency(16-31.5 Hz).
作者
王启好
蔡小培
常文浩
侯博文
王涛
张朝明
WANG Qihao;CAI Xiaopei;CHANG Wenhao;HOU Bowen;WANG Tao;ZHANG Chaoming(School of Civil Engineering,Beijing Jiaotong University,Beijing 100044,China)
出处
《中国铁道科学》
EI
CAS
CSCD
北大核心
2023年第1期87-96,共10页
China Railway Science
基金
国家自然科学基金资助项目(52178405)
中央高校基本科研业务费专项资金资助项目(2018JBZ003)。
关键词
橡胶浮置板轨道
动力响应
超弹性
减振
隔振垫刚度
Rubber floating slab track
Dynamic response
Hyperelasticity
Vibration reduction
Vibration isolation pad stiffness
作者简介
第一作者:王启好(1996—),男,山东潍坊人,博士研究生。E-mail:qhwang@bjtu.edu.cn;通讯作者:蔡小培(1982—),男,江苏徐州人,教授,博士。E-mail:xpcai@bjtu.edu.cn。
