• ISSN 1673-5722
  • CN 11-5429/P

基于柱顶隔震的3层3跨地铁地下车站结构抗震性能研究

陈文斌 庄海洋 李晟 陈苏

陈文斌,庄海洋,李晟,陈苏,2021.  基于柱顶隔震的3层3跨地铁地下车站结构抗震性能研究. 震灾防御技术,16(1):146−156. doi: 10.11899/zzfy20210115
引用本文: 陈文斌,庄海洋,李晟,陈苏,2021.  基于柱顶隔震的3层3跨地铁地下车站结构抗震性能研究. 震灾防御技术,16(1):146−156. doi: 10.11899/zzfy20210115
doi:10.11899/zzfy20210115. doi: 10.11899/zzfy20210115
Citation: doi:10.11899/zzfy20210115. doi: 10.11899/zzfy20210115

基于柱顶隔震的3层3跨地铁地下车站结构抗震性能研究

doi: 10.11899/zzfy20210115
基金项目: 国家自然科学基金项目(51978333)
详细信息
    作者简介:

    陈文斌,男,生于1996年。硕士研究生。主要从事地铁地下车站结构抗震性能研究。E-mail:chenwenbin0310@126.com

    通讯作者:

    庄海洋,男,生于1978年。教授,博士生导师。主要从事土-结构动力相互作用等方面的研究。E-mail:zhuang7802@163.com

Seismic Performance of the Three-layer Three-span Subway Underground Station Structure With Seismic Isolation Bearings Fixed on the Top of Columns

  • 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。

  • 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  3  输入地震波加速度反应谱

    Figure  3.  Acceleration response spectra of input ground motions

    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
    下载: 导出CSV

    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/%
    6002513303 6002.641.833 62717.18
    下载: 导出CSV
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  • 收稿日期:  2020-09-22
  • 刊出日期:  2021-03-31

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