A 2.5D finite element and boundary element model for the ground vibration from trains in tunnels and validation using measurement data
A 2.5D finite element and boundary element model for the ground vibration from trains in tunnels and validation using measurement data
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DOI：
10.1016/j.jsv.2018.02.019
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发表时间：
2018-05
影响因子：
4.7
通讯作者：
Q. Jin;D. Thompson;Daniel Lurcock;M. Toward;E. Ntotsios
中科院分区：
文献类型：
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作者：
Q. Jin;D. Thompson;Daniel Lurcock;M. Toward;E. Ntotsios
建立了列车在隧道中运行时产生的地面振动的数值模型。该模型使用了几何和材料性质在轴向上不变的假设。它基于所谓的二维半维（2.5D）耦合有限元和边界元方法，其中二维截面被离散为有限元和边界元，第三维由波数上的傅里叶变换表示。该模型应用于铸铁隧道衬砌地铁线路的具体实例。开发了一个等效的隧道连续模型，使其能够在2.5D框架中轻松实现。隧道结构和轨道采用实体和梁有限元建模，地面采用边界元建模。该2.5维轨道-隧道-地面模型与由多个车辆组成的列车相耦合，这些车辆由多体模型表示。列车通过引起的响应计算为由轨道和车轮组合粗糙度激发的动态分量和由恒定移动轴载荷引起的准静态分量的总和。已进行了现场测量，以提供该模型的实验验证。这些测量包括轨道、隧道仰拱和隧道墙的振动测量。此外，还对隧道上方的地面进行了同步测量。还进行了钢轨粗糙度和轨道特性测量。将预测结果与列车行车过程实测振动结果进行了比较，结果吻合较好。
A numerical model is presented for the ground-borne vibration produced by trains running in tunnels. The model makes use of the assumption that the geometry and material properties are invariant in the axial direction. It is based on the so-called two-and-a-half dimensional (2.5D) coupled Finite Element and Boundary Element methodology, in which a two-dimensional cross-section is discretised into finite elements and boundary elements and the third dimension is represented by a Fourier transform over wavenumbers. The model is applied to a particular case of a metro line built with a cast-iron tunnel lining. An equivalent continuous model of the tunnel is developed to allow it to be readily implemented in the 2.5D framework. The tunnel structure and the track are modelled using solid and beam finite elements while the ground is modelled using boundary elements. The 2.5D track-tunnel-ground model is coupled with a train consisting of several vehicles, which are represented by multi-body models. The response caused by the passage of a train is calculated as the sum of the dynamic component, excited by the combined rail and wheel roughness, and the quasi-static component, induced by the constant moving axle loads. Field measurements have been carried out to provide experimental validation of the model. These include measurements of the vibration of the rail, the tunnel invert and the tunnel wall. In addition, simultaneous measurements were made on the ground surface above the tunnel. Rail roughness and track characterisation measurements were also made. The prediction results are compared with measured vibration obtained during train passages, with good agreement.