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Article(id=1244334011816980744, tenantId=1146029695717560320, journalId=1243988319449690156, issueId=1244334009858240758, articleNumber=null, orderNo=null, doi=10.19994/j.cnki.WEE.2025.0061, pmid=null, cstr=null, oa=null, hot=null, price=null, onlineType=0, articleFormat=0, articleType=null, articleTypeStr=null, receivedDate=1741708800000, receivedDateStr=2025-03-12, revisedDate=1747411200000, revisedDateStr=2025-05-17, acceptedDate=null, acceptedDateStr=null, onlineDate=1774601947024, onlineDateStr=2026-03-27, pubDate=1759248000000, pubDateStr=2025-10-01, doiRegisterDate=null, doiRegisterDateStr=null, onlineIssueDate=1774601947024, onlineIssueDateStr=2026-03-27, onlineJustAcceptDate=null, onlineJustAcceptDateStr=null, onlineFirstDate=null, onlineFirstDateStr=null, sourceXml=null, magXml=null, createTime=1774601947024, creator=13701087609, updateTime=1774601947024, updator=13701087609, issue=Issue{id=1244334009858240758, tenantId=1146029695717560320, journalId=1243988319449690156, year='2025', volume='41', issue='4', pageStart='1', pageEnd='211', issueExtLink='null', onlineDate='null', pubDate='null', beforeIssueId=null, nextIssueId=null, price=null, status=1, issueComplete=1, articleOrder=1, issueType=1, specialIssue=null, createTime=1774601946558, creator=13701087609, updateTime=1774602401281, updator=13701087609, preIssue=null, nextIssue=null, ext={EN=IssueExt(id=1244335917167657884, tenantId=1146029695717560320, journalId=1243988319449690156, issueId=1244334009858240758, language=EN, specialIssueTitle=, coverIllustrator=null, specialIssueEditor=, specialIssueAbout=), CN=IssueExt(id=1244335917167657885, tenantId=1146029695717560320, journalId=1243988319449690156, issueId=1244334009858240758, language=CN, specialIssueTitle=, coverIllustrator=null, specialIssueEditor=, specialIssueAbout=)}, issueFiles=null}, startPage=74, endPage=82, ext={EN=ArticleExt(id=1244334013238849808, articleId=1244334011816980744, tenantId=1146029695717560320, journalId=1243988319449690156, language=EN, title=Study on the impact of floor slab construction on metro-induced vibration responses, columnId=null, journalTitle=World Earthquake Engineering, columnName=null, runingTitle=null, highlight=null, articleAbstract=

To study the impact of floor slab construction on metro-induced vibration responses and to explore the feasibility of reducing structural responses by optimizing floor construction, the conventional floor slab, the thickened floor slab and the additional sub-beam floor slab were designed and manufactured. Field model tests were carried out on the three test floor slabs respectively to study their dynamic response under on-site metro vibrations. Taking conventional floor slab as the test control group, the effects of increasing floor slab thickness or adding sub-beam on the floor slabs' characteristics and metro-induced vibration responses were compared and analyzed. The results indicate that the resonance effect is the main reason of metro-induced vibration responses of the floor slab. Increasing the floor slab thickness or adding sub-beam increases the vertical modal frequency of the floor slab, alleviate the resonance effect, and reduced the time-domain acceleration responses of the floor slab. Both increasing floor slab thickness and adding sub-beam can reduce the vibration acceleration level of the floor slab in a wide frequency band, and can reduce the weighted vibration level by 6 dB and 4 dB respectively, thus improving the vibration comfort performance of the floor slab. Adding secondary beams achieves a vibration reduction effect similar to doubling the floor slab thickness without significantly increasing the floor slab's weight and engineering cost. It is recommended that the addition of sub-beams as a floor construction measure be priority in the design of new metro adjacent structures to mitigate metro-induced vibration responses and improve vibration comfort.

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为研究楼板构造对地铁诱发振动响应的影响规律，通过优化楼板构造以减轻结构振动响应的可行性，设计制作了常规楼板、增厚楼板和增设次梁楼板，分别对3个试验楼板开展现场模型试验，研究其在现场地铁振动下的动力响应情况，以常规楼板为试验对照组，分析增大楼板厚度和增设次梁两种构造措施对试验楼板模态特征及地铁诱发振动响应的影响规律。结果表明：共振效应是地铁诱发楼板振动的主要原因；增大楼板厚度和增设次梁均提升了试验楼板的竖向模态频率，并缓解了楼板的共振效应，使板上的时域加速度响应降低；增大楼板厚度和增设次梁均能在较宽的频带范围降低试验楼板的振动加速度级，并分别使计权振动级降低6 dB和4 dB，改善了试验楼板的振动舒适度；增设次梁在不显著增加楼板自重和工程造价的同时，实现了与增大一倍楼板厚度相似的地铁振动减振效果。建议在对新建地铁邻近结构设计时优先考虑对楼板采用增设次梁的构造措施，以降低地铁诱发振动响应并提升楼板振动舒适度。

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周云（1964—），博士，教授，主要从事结构隔震/振与消能减震方面的研究。E-mail：
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张新亚（1995—），工程师，主要从事城市轨道交通振动与噪声控制研究。E-mail：

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张新亚（1995—），工程师，主要从事城市轨道交通振动与噪声控制研究。E-mail：

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张新亚（1995—），工程师，主要从事城市轨道交通振动与噪声控制研究。E-mail：

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Field test conditions

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阶段试验楼板试验类型说明
1S80模态试验50次力锤敲击
  地铁振动激励试验5车次地铁列车激励
2S160模态试验50次力锤敲击
  地铁振动激励试验5车次地铁列车激励
3S80+模态试验50次力锤敲击
  地铁振动激励试验5车次地铁列车激励
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现场试验工况

, figureFileSmall=null, figureFileBig=null, tableContent=
阶段试验楼板试验类型说明
1S80模态试验50次力锤敲击
  地铁振动激励试验5车次地铁列车激励
2S160模态试验50次力锤敲击
  地铁振动激励试验5车次地铁列车激励
3S80+模态试验50次力锤敲击
  地铁振动激励试验5车次地铁列车激励
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Modal frequencies of the test model

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阶数模态频率/Hz变化值/Hz
S80S160S80+S160~S80S80+~S80
121.537.432.615.911.1
251.974.060.422.18.5
3103.4168.5116.365.112.9
4142.9286.6143.8143.70.9
5222.9324.5255.9101.633.0
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试验模型模态频率

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阶数模态频率/Hz变化值/Hz
S80S160S80+S160~S80S80+~S80
121.537.432.615.911.1
251.974.060.422.18.5
3103.4168.5116.365.112.9
4142.9286.6143.8143.70.9
5222.9324.5255.9101.633.0
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楼板构造对地铁诱发振动响应影响研究
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张新亚 1 , 周云 2 , 罗威力 2 , 李钧睿 2 , 卢梓聪 2
世界地震工程 | 第十三届全国防震减灾工程学术研讨会优秀论文专栏 2025,41(4): 74-82
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世界地震工程 | 第十三届全国防震减灾工程学术研讨会优秀论文专栏 2025, 41(4): 74-82
楼板构造对地铁诱发振动响应影响研究
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张新亚1 , 周云2 , 罗威力2, 李钧睿2, 卢梓聪2
作者信息
  • 1.广州地铁设计研究院股份有限公司，广东　广州　510010
  • 2.广州大学土木与交通工程学院，广东　广州　510006

    • 张新亚（1995—），工程师，主要从事城市轨道交通振动与噪声控制研究。E-mail：

通讯作者:

周云（1964—），博士，教授，主要从事结构隔震/振与消能减震方面的研究。E-mail：
Study on the impact of floor slab construction on metro-induced vibration responses
Xinya ZHANG1 , Yun ZHOU2 , Weili LUO2, Junrui LI2, Zicong LU2
Affiliations
  • 1.Guangzhou Metro Design & Research Institute Co., Ltd., Guangzhou 510010, China
  • 2.School of Civil Engineering and Transportation, Guangzhou University, Guangzhou 510006, China
出版时间: 2025-10-01 doi: 10.19994/j.cnki.WEE.2025.0061
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摘要
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为研究楼板构造对地铁诱发振动响应的影响规律，通过优化楼板构造以减轻结构振动响应的可行性，设计制作了常规楼板、增厚楼板和增设次梁楼板，分别对3个试验楼板开展现场模型试验，研究其在现场地铁振动下的动力响应情况，以常规楼板为试验对照组，分析增大楼板厚度和增设次梁两种构造措施对试验楼板模态特征及地铁诱发振动响应的影响规律。结果表明：共振效应是地铁诱发楼板振动的主要原因；增大楼板厚度和增设次梁均提升了试验楼板的竖向模态频率，并缓解了楼板的共振效应，使板上的时域加速度响应降低；增大楼板厚度和增设次梁均能在较宽的频带范围降低试验楼板的振动加速度级，并分别使计权振动级降低6 dB和4 dB，改善了试验楼板的振动舒适度；增设次梁在不显著增加楼板自重和工程造价的同时，实现了与增大一倍楼板厚度相似的地铁振动减振效果。建议在对新建地铁邻近结构设计时优先考虑对楼板采用增设次梁的构造措施，以降低地铁诱发振动响应并提升楼板振动舒适度。

地铁邻近结构  /  地铁振动响应  /  楼板构造措施  /  振动舒适度

To study the impact of floor slab construction on metro-induced vibration responses and to explore the feasibility of reducing structural responses by optimizing floor construction, the conventional floor slab, the thickened floor slab and the additional sub-beam floor slab were designed and manufactured. Field model tests were carried out on the three test floor slabs respectively to study their dynamic response under on-site metro vibrations. Taking conventional floor slab as the test control group, the effects of increasing floor slab thickness or adding sub-beam on the floor slabs' characteristics and metro-induced vibration responses were compared and analyzed. The results indicate that the resonance effect is the main reason of metro-induced vibration responses of the floor slab. Increasing the floor slab thickness or adding sub-beam increases the vertical modal frequency of the floor slab, alleviate the resonance effect, and reduced the time-domain acceleration responses of the floor slab. Both increasing floor slab thickness and adding sub-beam can reduce the vibration acceleration level of the floor slab in a wide frequency band, and can reduce the weighted vibration level by 6 dB and 4 dB respectively, thus improving the vibration comfort performance of the floor slab. Adding secondary beams achieves a vibration reduction effect similar to doubling the floor slab thickness without significantly increasing the floor slab's weight and engineering cost. It is recommended that the addition of sub-beams as a floor construction measure be priority in the design of new metro adjacent structures to mitigate metro-induced vibration responses and improve vibration comfort.

metro adjacent structure  /  metro-induced vibration response  /  floor construction measures  /  vibration comfort
张新亚, 周云, 罗威力, 李钧睿, 卢梓聪. 楼板构造对地铁诱发振动响应影响研究. 世界地震工程, 2025 , 41 (4) : 74 -82 . DOI: 10.19994/j.cnki.WEE.2025.0061
Xinya ZHANG, Yun ZHOU, Weili LUO, Junrui LI, Zicong LU. Study on the impact of floor slab construction on metro-induced vibration responses[J]. World Earthquake Engineering, 2025 , 41 (4) : 74 -82 . DOI: 10.19994/j.cnki.WEE.2025.0061
正文
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0　引言
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随着地铁建设规模的不断扩大，地铁列车行进所产生的振动对邻近建筑造成的负面影响越发严重[1]，地铁振动以及由此引发的室内二次辐射噪声，不仅对居民的身心健康构成严重威胁[2]，也可能对振动敏感设备的正常使用造成干扰[3]，导致了大量投诉案例的发生。因此对于地铁邻近建筑，应要求其具有合理的结构构造形式，以降低结构在地铁振动激励下的响应水平。
学者开展了大量的现场实测研究以分析建筑结构在地铁激励下的振动响应规律。实测结果表明，建筑结构在各层楼板的振动均以竖向振动为主[4-5]，振动响应随楼层呈现减小的趋势，但顶部楼层振动可能受入射波和反射波的叠加效应而出现一定程度的增大[6-7]。从分频振动级上看，低频段振动沿楼层的衰减速度低于高频段振动，呈现整体振动特征，这种特征在钢框架结构中尤为明显[8]。承重构件内轴向波与弯曲波的能量叠加是引发楼板竖向振动的主要原因[9]，结构类型、柱网密度、构件尺寸、材料参数等均影响振动波由承重构件向梁板构件的传递行为，从而影响楼板的振动响应水平。实测结果表明，同一楼层楼板的振动响应有相似的分布规律，梁跨中和板跨中响应最大，墙柱连接处响应较小；楼板振动的峰值频率主要出现在其自振频率附近[10]。
改变楼板的振动频率分布来抑制楼板的局部振动，有助于减轻楼板的振动响应。一种途径是增强楼板的边界约束，例如增大墙柱构件截面尺寸或增设填充墙等[11]；另一途径是提高楼板的竖向刚度，例如增大楼板厚度或增设次梁等[12]，相比于前者对结构竖向构件的改变，优化楼板构造对建筑的正常使用功能影响较小，在实际工程设计中更易于实现。但关于楼板构造优化方式对振动响应的影响仍缺乏横向对比，并且需要承认数值模拟技术在计算地铁振动这类复杂问题时固有的局限性。
该研究设计制作了常规楼板、增厚楼板和增设次梁楼板并开展现场模型试验，分别采集3个试验楼板在现场地铁振动下的动力响应情况。以常规楼板为试验对照组，分析增大楼板厚度和增设次梁两种构造措施对试验楼板模态特征及地铁诱发振动响应的影响规律。研究结论对地铁邻近结构的楼板构造提出了设计建议，为减轻结构楼板振动响应，提升室内振动舒适度性能提供了经济且易于实施的技术措施。
1　试验模型的设计与制作
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设计制作了3个钢筋混凝土楼板试验模型，如图1所示，其平面尺寸均为3 m×2 m。其中图1（a）为常规楼板S80，其厚度为0.08 m。楼板两侧短边设有截面尺寸为0.3 m×0.2 m的主梁。图1（b）展示了增厚楼板S160，其与S80的差别在于楼板厚度增大一倍，为0.16 m，两侧主梁尺寸保持不变。图1（c）展示了增设次梁楼板S80+，其与S80有相同的板厚，不同之处在于S80+在楼板底部增设了一根截面尺寸为0.3 m×0.2 m的次梁，该次梁沿长边方向布置在楼板中轴线上并与两侧主梁相连，形成“工”字形布局。
3个试验楼板沿长边和短边方向均设有双层Φ10钢筋，间距为0.02 m；主梁和S80+的次梁均通长布置4根Φ10钢筋，并采用Φ8箍筋加固，箍筋间距为0.01 m，如图2所示。所有钢筋均采用Q345qE钢材，其屈服强度为345 MPa。3个试验楼板均采用C30混凝土一体化浇筑，并进行28天养护，直至混凝土达到设计强度。
2　试验方案
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2.1　现场地铁激励条件
试验场地位于广州地铁3号线某出入段线隧道上方。该出入段线隧道位于地表以下约2 m处。地质勘探报告表明，隧道截面贯穿于全风化二长花岗岩层中，其上部覆盖有约1.4 m深的粉质黏土。该隧道用于地铁列车往返于正线隧道与地铁车辆段，因此在此通行的列车均为空载状态，且车速保持在20~30 km/h。图3给出了试验场地条件示意图。在试验过程中监测了地铁列车通行时在地面产生的振动响应情况。
分析15趟地铁列车通行时地面加速度响应在每秒内的均方根值，并计算其平均值，如图4（a）所示。可见列车通行时，地面响应持续时间约为30 s，其中10~20 s内的地面均方根加速度维持在最大值0.13 m/s2附近，判断此时地铁列车正好穿行于地面测点下方隧道。对30 s的地面加速度响应时程离散傅里叶变换，得到地面加速度响应的频域曲线，并计算了15组频谱幅值在每个频率点处的平均值，如图4（b）所示。可见地铁振动的主要频段为15~160 Hz，其中在25、62、120 Hz附近频域的响应特别明显。由图4可知，不同车次地铁列车通行时地面加速度响应表现出较高的一致性，这归因于出入段线隧道通行列车具有相似的车速、载重和车型等条件，从而最大限度减少了地面振动的差异性。此外，试验场地周围没有大型工业设施及其他潜在的振动干扰源，确保在试验过程中不受到外部振动的干扰。
2.2　试验工况
在距离出入段线隧道正上方约5 m的地表处放置有4个边长为0.3 m的混凝土方块承台。在试验过程中依次将试验楼板S80、S160和S80+平稳放置在承台之上，承台分别与模型的4个角部对齐，如图3所示。地铁振动通过承台由地面传导至试验楼板并激发楼板产生振动响应。每个试验楼板均完整经历5车次地铁列车所产生的振动激励。此外，在无地铁列车通行时，采用力锤敲击法分别对3个试验楼板进行模态试验。使用橡胶头力锤间歇地敲击楼板跨中位置50次，并记录楼板振动衰减过程。现场试验工况详见表1。
2.3　测量方案
对模态试验和地铁振动激励试验分别设计测量方案。如图5（a）所示，模态试验使用16个加速度传感器（P1~P16）均匀布置在楼板上。如图5（b）所示，地铁振动激励试验使用9个加速度传感器，其中1个加速度传感器（M1）被放置在试验楼板正下方地面以采集地面的地铁振动加速度；其余8个加速度传感器（M2~M9）被放置在试验楼板的特定位置上以采集楼板不同区域的振动响应。其中M2和M3被放置在主梁上；M4和M5被放置在楼板与主梁交界区域；M6和M7被放置在板跨中线上。考虑到地铁振动在结构楼板中主要引发竖向振动，所有加速度传感器均为单向传感器并沿竖向布置。加速度传感器与采集仪连接，采样频率设定为1 000 Hz。测量过程的控制和采集数据的存储均在个人电脑中完成。
3　试验结果与分析
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3.1　动力特性分析
将模态试验中传感器记录的加速度时程通过快速傅里叶变换法（fast Fourier transform，FFT）转换至频域响应，图6（a）~（c）分别展示了3个试验楼板上传感器P6记录的频域响应，其中灰色曲线代表每次敲击所产生的频谱曲线，彩色曲线给出了50次敲击的平均值。由图6（a）可见，频域响应在0~240 Hz内存在5个明显的峰值，分别对应S80的前5阶竖向模态，模态频率分别为21.5、51.9、103.4、142.9、222.9 Hz；由图6（b）可知，S160的竖向模态频率相比S80显著增大，说明增加楼板厚度显著增大了楼板的竖向模态频率，此外可见高阶模态频率的增大幅度比低阶模态频率大；由图6（c）可知，S80+的模态频率稍大于S80，说明增设次梁也能增大楼板的竖向模态频率。值得注意的是，次梁对楼板一阶竖向模态频率的提升量接近于楼板厚度增大一倍所实现的提升量，强调了增设次梁对改变楼板一阶模态频率的显著效果。表2给出了3个试验楼板在前5阶竖向模态的频率，并对比了增大楼板厚度和增设次梁对S80模态频率的变化值。
频域响应幅值反映了模态振型特征。通过分析楼板上16个测点在各阶模态频率处的频域响应幅值，可推测试验楼板的各阶模态振型，如图7所示。可见3个试验楼板具有相似的前三阶模态振型，第一阶模态振型响应主要集中在楼板跨中区域；第二阶模态振型响应主要集中在楼板边缘中部；第三阶模态振型响应主要集中在楼板跨中及长边边缘。说明增大楼板厚度和增设次梁对试验楼板的模态振型影响较小。理论上试验楼板的模态振型应具有对称性，图7所示模态振型的不规则是由材料分布不均匀和测量误差导致的。
3.2　振动时域响应分析
由楼板跨中传感器M7采集了试验楼板在每车次地铁振动激励下的每秒均方根加速度（arms）时间历程，并计算了5次激励下的arms平均值，如图8所示。可见在地铁列车经过前后，S80的arms处于较低值，当列车经过时，S80的响应增大并在约10 s内持续达到约0.4 m/s2。对于S160和S80+，列车经过时两者产生的arms分别约为0.28 m/s2和0.33 m/s2，说明增大楼板厚度和增设次梁均能降低楼板中地铁诱发的振动响应。
仅考虑试验楼板产生卓越响应时间区间（10~20 s）内的数据，图9根据传感器M2~M7所在位置展示了1/4个试验楼板在5次地铁激励下arms的平均值，以分析地铁经过时试验楼板的响应情况。可见在3个试验楼板中，S80的均方根加速度响应最大。通过增大楼板厚度和增设次梁均降低了试验楼板的振动响应，其中S160的振动响应最小。3个试验楼板具有相似的振动响应分布规律，响应最大区域出现在主梁跨中（M3）和长边边缘中部（M6），而楼板跨中区域（M7）的响应则最小。
3.3　振动频域响应分析
采用FFT将板跨中传感器M7采集的加速度时域响应转化至频域响应，图10展示了试验楼板跨中区域在每车次地铁振动激励下的频域响应，并给出了5次激励的平均频域响应。可见频域响应较大处频率值接近于楼板自身模态频率值，这说明共振效应是地铁诱发楼板振动的主要原因。在共振效应下，S80在约22 Hz处产生显著的低频振动；S160通过增大楼板厚度，其卓越响应频带提升至37 Hz附近；S80+则通过增设次梁达到与S160相近的效果。观察一阶共振幅值，可见S80产生最大的频域响应峰值，约为0.060 m/s2，而S160和S80+的频域响应峰值约为0.045 m/s2，说明增大板厚和增加次梁均能减轻楼板的一阶共振响应。在高阶频率处，S80仍可见显著的共振效应，在约52、103、143 Hz处分别产生约0.016、0.047、0.016 m/s2的频域响应峰值。S160和S80情况相反，其在高频处无明显的频域响应峰值。S80+则介于两者之间，仅在约60、116 Hz处形成较小的频域响应峰值。说明增大楼板厚度和增设次梁显著减轻了楼板的高阶共振效应，其中增加次梁的效果稍差于增大板厚。此外可见3个试验楼板在超过160 Hz频带的响应接近0，与现场地表输入地铁振动加速度频域情况吻合，说明楼板不会产生输入频率以外的高频振动响应。
3.4　楼板振动舒适度分析
振动加速度级（vibration acceleration level，VAL）是最常用的振动舒适度评价指标之一，在我国最早由《城市区域环境振动标准》（GB10070—1988）[13]给出明确定义。《城市轨道交通引起建筑物振动与二次辐射噪声限值及其测量方法标准》（JGJ/T 170—2009）[14]、《建筑工程容许振动标准》（GB 50868—2013）[15]和《住宅建筑室内振动限值及其测量方法标准》（GB/T 50355—2018）[16]采用并发展了VAL评价方法，通常以计权分频竖向振动加速度级VALZ或其最大值VALZ,max为评价量，其计算过程见式（1）~式（3）：
式中：arms,i为第i个1/3倍频程所对应的均方根加速度，由原始加速度时程数据经带通滤波器处理后根据式（1）求得；a0为基准加速度，取值为1×10-6 m/s2；Wk为频率计权因子，采用《机械振动与冲击人体暴露于全身振动的评价第1部分：一般要求》（GB/T 13441.1—2007）[17]推荐取值，以考虑人体对不同频率振动的主观感受差异。
由传感器M7所采集加速度时程计算得到试验楼板跨中区域的VALZ，如图11所示。对于每车次地铁振动激励仅考虑响应卓越的时间区间（10~20 s）内的数据。可见在低频频带内，S160和S80+的VALZ均低于S80。由于一阶共振效应，S80的VALZ,max出现在20 Hz，其值约为96 dB；S160和S80+的VALZ,max出现在40 Hz，其值分别为90和92 dB。在高频频带内，S80受高阶模态的影响，在63~100 Hz处再次出现较大的VALZ；S160的VALZ在达到最大值后，随频率增大而逐渐减小；S80的VALZ在63~125 Hz内维持在约70 dB，随后迅速降低。
《城市区域环境振动标准》（GB 10070—1988）同时推荐了另一个常用的振动舒适度评价指标，该指标对VALZ进行能量叠加求得单值评价量，称为计权振动级（vibration level Z-axis，VLZ），计算公式如下：
分别计算传感器M2~M7所得VLZ并在图12中展示。可见在3个试验楼板中，S80具有最大的VLZ，增大楼板厚度和增设次梁均能降低楼板VLZ响应。3个试验楼板具有相似的VLZ分布规律，其值由楼板角部向跨中区域递增。这是因为试验楼板跨中区域受一阶共振效应影响显著，且在该频率上对应着较大的频率计权因子。S160和S80+在板跨中区域的VLZ相比S80分别降低了6 dB和4 dB。说明增大楼板厚度和增设次梁能在一定程度上改善楼板的振动舒适度性能。
4　结论与建议
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设计制作了常规楼板S80、增厚楼板S160和增设次梁楼板S80+并开展现场模型试验，采集试验楼板在真实地铁振动激励下的动力响应情况。以常规楼板S80为对照组，对比分析了增大楼板厚度和增设次梁对楼板模态特征及地铁诱发振动响应的影响规律，该研究的主要结论如下：
1）增大楼板厚度和增设次梁均提高了楼板的竖向模态频率。其中增大楼板厚度对高阶模态频率有显著提升，增设次梁使楼板竖向一阶模态频率的提升量接近于楼板厚度增大一倍所实现的提升量。
2）在地铁振动激励下，楼板跨中区域有最小的时域加速度响应。增大楼板厚度和增设次梁均降低了楼板的时域加速度响应。但跨中区域的振动的低频成分丰富，其计权振动级（VLZ）比楼板其他区域大。
3）共振效应是地铁诱发楼板振动的主要原因。增大楼板厚度和增设次梁缓解了楼板的共振效应，从而降低振动响应。其中增大楼板厚度显著抑制了楼板的高阶共振效应，从而实现更小的振动响应。
4）尽管增大楼板厚度和增设次梁会增大一阶频率（大于常规楼板的共振频率）所在频带的振动加速度级（VALZ），但是在低于一阶频率的低频段和高于一阶频率的高频段均有比常规楼板小的VALZ，分别使计权振动级降低了6 dB和4 dB，楼板的振动舒适度得到改善。
5）在楼板中增设次梁，在不显著增加结构自重和工程造价的同时，实现了与增大一倍楼板厚度相似的地铁振动减振效果。
建议在对新建地铁邻近结构设计时优先考虑对楼板采用增设次梁的构造措施，以降低地铁诱发振动响应并提升楼板振动舒适度。
基金
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  • 国家自然科学基金面上项目(52478152; 52178323)
文献
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参考文献 引证文献
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2025年第41卷第4期
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doi: 10.19994/j.cnki.WEE.2025.0061
  • 接收时间：2025-03-12
  • 首发时间：2026-03-27
  • 出版时间：2025-10-01
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  • 收稿日期：2025-03-12
  • 修回日期：2025-05-17
基金
国家自然科学基金面上项目(52478152; 52178323)
作者信息
    1.广州地铁设计研究院股份有限公司，广东　广州　510010
    2.广州大学土木与交通工程学院，广东　广州　510006

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周云（1964—），博士，教授，主要从事结构隔震/振与消能减震方面的研究。E-mail：
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