Seismic performance of single-story subway station structures with different types of intermediate columns
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摘要: 针对地铁地下车站结构中柱这一抗震薄弱构件,分别采用方形钢筋混凝土柱、圆形钢筋混凝土柱,以及本文新提出的带快速连接装置的预制钢管混凝土柱,建立了土-地下结构非线性静动力耦合相互作用的三维有限元分析模型,对比分析了采用不同中柱设计对车站主体结构地震反应特性的影响规律。结果表明：与方形中柱相比,等截面惯性矩的圆形中柱在地震中受到的损伤较小,具有更好的抗震性能。采用新提出的带快速连接装置的预制钢管混凝土柱可以有效地保证结构中柱在强地震中不受严重损伤,且具有在震后能快速更换的特点。Abstract: In view of the seismic weak component of the single frame type underground subway station structure, using the rectangular reinforced concrete columns, the circular reinforced concrete columns, and the proposed precast concrete-filled steel tube (CFST) columns with quick connection devices, a three-dimensional global time-domain finite element analysis model for the nonlinear statically and dynamically coupled soil-main structure interaction is established. The influence rules of the interlayer displacement angle, seismic damage and dynamic stress response of the main structures of the subway station are compared and analyzed when different types of intermediate columns are adopted. The results show that compared with the rectangular columns, the circular columns with equal moment of inertia suffer less damage in earthquakes, and have better seismic performance. The proposed precast CFST columns with quick connection devices can effectively ensure that the columns in the structures will not be seriously damaged in strong earthquakes. They can be quickly replaced after earthquakes so as to improve the overall seismic performance of the underground subway 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
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图 2 中柱快速连接装置示意图
Figure 2. Schematic diagram of quick connection devices for intermediate column
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图 3 基岩输入地震波加速度时程
Figure 3. Time histories of input earthquake waves from bedrock surface
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图 4 土-地下结构动力相互作用体系有限元模型
Figure 4. Finite element model for soil-subway station interaction system
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图 5 车站结构的层间位移角随输入加速度峰值的变化
Figure 5. Relationship between displacement angle of interlayer and PBA of input motion
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图 6 Kobe波作用下车站结构地震受拉损伤云图（PBA=0.3g）
Figure 6. Seismic tension damages of underground structures under Kobe waves with PBA=0.3g
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图 7 Kobe波作用下车站结构地震受拉损伤云图（PBA=0.5g）
Figure 7. Seismic tension damages of underground structures under Kobe waves with PBA=0.5g
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图 8 Kobe波作用下车站结构地震受压损伤云图（PBA=0.5g）
Figure 8. Seismic compress damages of underground structures under Kobe waves with PBA=0.5g
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图 10 Kobe波作用下车站结构关键节点动应力时程曲线（PBA=0.3g）
Figure 10. Time-history curves of dynamic stress for critical nodes of subway station under Kobe waves with PBA=0.3g
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图 11 Kobe波作用下中柱-纵梁相对偏移情况
Figure 11. Relative displacements between intermediate and longitudinal beams under Kobe waves
表 1 土层的主要物理力学参数
Table 1 Main physical parameters of soils
土层信息 土层深度/m 密度/(kg·m-3) 剪切波速/(m·s-1) 泊松比 黏聚力/kPa 内摩擦角/(°) 人工填土 0~1.0 1900 140 0.33 20 15 全新世砂土 1.0~5.1 1900 140 0.32 1 40 全新世砂土 5.1~8.3 1900 170 0.32 1 40 更新世黏土 8.3~11.4 1900 190 0.40 30 20 更新世黏土 11.4~17.2 1900 240 0.30 30 20 更新世砂土 17.2~39.2 2000 330 0.26 1 40 
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表 2 传统结构和装配式车站结构的层间位移角幅值（1/1000）
Table 2 Comparison of displacement angle between traditional and fabricated station structures (1/1000)
输入地震波 El-Centro波 Kobe波 卧龙波 0.3g 0.5g 0.3g 0.5g 0.3g 0.5g 传统方柱结构 2.90 6.86 3.79 6.97 2.51 2.27 传统圆柱结构 2.85 4.45 3.91 6.33 2.41 2.20 装配式中柱结构 3.18 6.46 4.24 6.67 2.48 2.45
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