Seismic Performance of the Three-layer Three-span Subway Underground Station Structure With Seismic Isolation Bearings Fixed on the Top of Columns
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摘要:
针对3层3跨框架式地铁地下车站结构抗震薄弱构件，采用在柱顶不同位置设置铅芯橡胶隔震支座的方法，建立土-地下连续墙-主体结构非线性静动力耦合相互作用的二维整体时域有限元分析模型，分析柱顶隔震支座对车站主体结构的侧向变形、地震损伤和动应力反应等结构地震反应特性的影响。结果表明，仅在抗震薄弱的顶层和底层中柱柱顶设置2层隔震支座与各层中柱柱顶设置3层隔震支座均可有效减轻中柱地震损伤程度，提高车站结构整体抗震性能。然而，仅在顶、底层中柱柱顶设置2层隔震支座时，会明显加重未设置隔震支座的中间层中柱地震损伤程度。此外，柱顶隔震支座的设置会削弱隔震体系的整体抗侧移能力，从而增大地铁地下车站结构地震侧移。总体上，建议采用各层中柱柱顶均设置隔震支座的措施提升地铁地下车站结构的整体抗震性能。
Abstract:According to the seismic response characteristics of the three-layer three-span frame subway underground station structure, the lead rubber seismic isolation bearings (LRB) were fixed at the different position of the top of columns, a two-dimensional finite element model for the static-dynamic coupling nonlinear interaction among the soil, the diaphragm wall and underground subway station structure was established, analyzing the influence of the position of the LRB fixed on the top of columns on the seismic response of subway station structure, such as the lateral deformation, earthquake damage, and dynamic stress response. It showes that the LRB fixed on the top of upper and lower columns, and fixed on the top of upper, middle and lower columns can effectively reduce the seismic damage of columns, thus improving the overall seismic performance of the isolation structure. However, when the LRB only fixed on the top of upper and lower columns, the seismic damage of the middle columns without the LRB would be severely aggravated. In addition, the LRB fixed on the top of columns can weaken the overall lateral resistance of the isolation structure, which slightly increased the seismic lateral response amplitude of the station structure. In general, it is recommended that the measure of setting the LRB on the top of columns in each floor to improve the overall seismic performance of the three-layer three-span subway underground station structure.
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图 1 地铁地下车站结构横截面主要尺寸和配筋图
Figure 1. Main dimensions and distributed steels of cross section of underground subway station
图 2 隔震支座设置位置示意图
Figure 2. Schematic diagram of setting position of lead rubber seismic isolation bearing
图 4 土-地下连续墙-主体结构相互作用体系有限元模型
Figure 4. Finite element model for soil-diaphragm wall-subway station interaction system
图 5 侧向位移沿车站主体结构高度的分布曲线
Figure 5. Maximal lateral displacements of subway station structure
图 6 车站主体结构各层最大层间位移角
Figure 6. Maximum interlayer displacement angles of subway station structure
图 7 Kobe波作用下车站主体结构受拉损伤云图（PBA=0.2 g）
Figure 7. Tensile seismic damages of subway station under the Kobe wave with PBA=0.2 g
图 8 Kobe波作用下车站主体结构受拉损伤云图（PBA=0.4 g）
Figure 8. Tensile seismic damages of subway station under the Kobe wave with PBA=0.4 g
图 9 Kobe波作用下车站主体结构受压损伤云图（PBA=0.4 g）
Figure 9. Compress seismic damages of subway station under the Kobe wave with PBA=0.4 g
图 10 Kobe波作用下车站结构中柱关键节点动应力反应时程曲线（PBA=0.4 g）
Figure 10. Time-history curve of dynamic stress for critical nodes of columns under the Kobe wave with PBA=0.4 g
表 1 工程场地条件及其参数
Table 1. Soil conditions and physical properties of soils in site
土层编号 土性 重度/kN·m−3 弹性模量/MPa 层厚/m 动泊松比 剪切波速/m·s−1 1 素填土 18.4 3.5 3.0 0.49 200 2 软黏土 19.0 8.0 4.0 0.49 225 3 软黏土 20.5 10.0 4.5 0.49 250 4 黏土 19.4 14.5 4.0 0.49 275 5 砂土 19.4 12.0 4.0 0.49 300 6 砂土 19.4 12.0 4.0 0.49 325 7 砂土 20.9 14.5 4.0 0.49 350 8 砂土 20.9 27.7 4.0 0.49 375 9 砂土 21.2 27.8 4.0 0.49 400 10 砂土 21.2 33.0 4.0 0.49 425 11 砂土 18.9 33.0 4.0 0.49 450 12 老黏土 18.9 33.0 4.0 0.49 475 13 老黏土 18.9 35.0 4.0 0.49 490 14 老黏土 20.5 35.0 4.0 0.49 600 15 老黏土 20.5 35.0 4.0 0.49 700 16 老黏土 20.5 35.0 4.0 0.49 800 17 老黏土 20.5 40.0 4.0 0.49 900 18 老黏土 19.3 40.0 4.0 0.49 1000 19 老黏土 19.3 40.0 4.0 0.49 1000 20 老黏土 19.3 45.0 4.5 0.49 1000 
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表 2 铅芯橡胶隔震支座主要参数
Table 2. Main parameters of lead rubber seismic isolation bearing
支座
直径/mm安装
高度/mm容许水平
位移/mm竖向
承载力/kN水平等效
刚度/kN·mm−1屈服后
刚度/kN·mm−1竖向压缩
刚度/kN·mm−1等效
阻尼比/%600 251 330 3 600 2.64 1.83 3 627 17.18
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