Dynamic Response Analysis and Vibration Amplification Coefficient Study for Combined Highway‐Metro Immersed Tunnels Under Train‐Induced Loads.
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| Title: | Dynamic Response Analysis and Vibration Amplification Coefficient Study for Combined Highway‐Metro Immersed Tunnels Under Train‐Induced Loads. |
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| Authors: | Xue, Huajun1,2 (AUTHOR) xuehuajun7792@sina.com, Deng, Bin3 (AUTHOR), Wang, Yanbing4 (AUTHOR), Zhao, Zhipeng (AUTHOR) zhaozhipeng@tongji.edu.cn |
| Source: | Shock & Vibration. 9/28/2026, Vol. 2026, p1-11. 11p. |
| Subjects: | Structural dynamics, Settlement of structures, Live loads, Seismic response, Underwater tunnels, Computer simulation |
| Abstract: | In this paper, the numerical calculation method is used to study the dynamic response law of the structure and foundation of the highway‐metro integrated immersed tube tunnel under the vibration load of the train, and the theoretical formula of the train vibration amplification coefficient is obtained, and the dynamic train load is converted into static load for the tunnel structure design through the theoretical formula. The results indicate that: (1) Under the action of the train vibration load, the maximum vibration response of the structure appears in the middle bottom plate of the track hole, the maximum acceleration value is 1.08 m/s2, and the maximum dynamic principal stress is 55.0 kPa; the point's structural dynamic stress attenuates to about 30% and 1%, respectively, which is from the vibration point of the track 15 m and 25 m. (2) The vertical acceleration peak and the vertical dynamic stress peak of the immersed tube foundation are attenuated by about 45% and 33%, respectively, compared with the adjacent bottom plate; the vertical dynamic stress of the foundation caused about 32% of the additional sedimentation of the driving hole foundation. (3) The calculation result of the theoretical formula deviation is about 3% with numerical simulation, so the theoretical formula is used to calculate the vibration magnification coefficient to convert the train's dynamic load to static load with good reliability. (4) Solutions such as tunnel structure vibration reduction, enhancement of tunnel structure bearing capacity, differentiated foundation treatment, and enhancement of tunnel durability can be adopted to deal with the adverse effects of train vibration load on the structure and foundation of highway‐metro integrated immersed tube tunnel. [ABSTRACT FROM AUTHOR] |
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| Database: | Engineering Source |
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| Abstract: | In this paper, the numerical calculation method is used to study the dynamic response law of the structure and foundation of the highway‐metro integrated immersed tube tunnel under the vibration load of the train, and the theoretical formula of the train vibration amplification coefficient is obtained, and the dynamic train load is converted into static load for the tunnel structure design through the theoretical formula. The results indicate that: (1) Under the action of the train vibration load, the maximum vibration response of the structure appears in the middle bottom plate of the track hole, the maximum acceleration value is 1.08 m/s2, and the maximum dynamic principal stress is 55.0 kPa; the point's structural dynamic stress attenuates to about 30% and 1%, respectively, which is from the vibration point of the track 15 m and 25 m. (2) The vertical acceleration peak and the vertical dynamic stress peak of the immersed tube foundation are attenuated by about 45% and 33%, respectively, compared with the adjacent bottom plate; the vertical dynamic stress of the foundation caused about 32% of the additional sedimentation of the driving hole foundation. (3) The calculation result of the theoretical formula deviation is about 3% with numerical simulation, so the theoretical formula is used to calculate the vibration magnification coefficient to convert the train's dynamic load to static load with good reliability. (4) Solutions such as tunnel structure vibration reduction, enhancement of tunnel structure bearing capacity, differentiated foundation treatment, and enhancement of tunnel durability can be adopted to deal with the adverse effects of train vibration load on the structure and foundation of highway‐metro integrated immersed tube tunnel. [ABSTRACT FROM AUTHOR] |
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| ISSN: | 10709622 |
| DOI: | 10.1155/vib/7468216 |
