运行盾构区间扩建地铁车站的抗震性能分析

发布时间：2018-03-30 23:29

  本文选题：盾构扩建　切入点：地铁车站　出处：《北京交通大学》2017年硕士论文

【摘要】：在未来地铁建设中,某些特殊地点可能没有条件先行建造车站,但是为了方便乘客出行,需要把有条件通车但没条件建站的地方先行通车运营,等待时机成熟后,再扩建地铁车站。因此,未来的新线建设,可能会遇到在运行盾构区间扩建地铁车站的情况。针对此问题,课题组之前做了大量的研究工作。本文的目的在于对列车开通运营条件下由盾构区间扩建形成的新型结构型式的地铁车站,进行抗震性能研究。本文对盾构内径分别为7m、8.1m、11.3m的盾构区间扩建地铁车站结构方案,使用MIDASGTS软件进行数值模拟,分别采用反应位移法、反应加速度法和时程分析法三种抗震设计方法对三种结构方案的盾构区间扩建地铁车站进行抗震性能分析,验算其是否满足抗震设防要求,为运行盾构区间扩建地铁车站工程的抗震设计提供技术参考,同时对比三种计算方法在计算结果上的差异。结果表明:1、同一车站结构,在地震荷载组合作用下,盾构管片与横通道连接处、车站侧墙位置处的内力值比在标准荷载组合作用下的内力值大。综合三种方法的计算结果,弯矩值大约增大67%,轴力值大约增大33%,剪力值大约增大51%。所以,在这种类型车站设计时,结构配筋需要考虑地震荷载作用的影响。2、对三种车站结构方案,在同一地震波作用下,反应加速度法和反应位移法计算结果表明盾构内径7m岛式站台方案抗震性能更好,时程分析法计算结果表明盾构内径8.1m岛式站台方案抗震性能更好。综合三种方法,本文认为盾构内径7m岛式站台方案抗震性能更好。从抗震设计的角度来看,选用盾构内径7m岛式站台方案更有利于抗震设计。3、采用三种抗震设计方法对三种车站结构方案进行抗震性能验算,三种结构方案立柱轴压比均满足设计要求,在E2地震作用下车站结构整体变形满足性能等级为Ⅰ的要求。所以,三种结构方案安全性满足设计要求。4、对同一车站结构,在计算顶底板相对位移时,反应加速度法计算结果是三种方法中最大的,时程分析法计算结果是三种方法中最小的;在计算弯矩值和轴力值时,反应位移法普遍比反应加速度法的计算结果大,时程分析法计算结果较小;在计算剪力值时,时程分析法的计算结果最大。
[Abstract]:In the future subway construction, some special locations may not have the conditions to build stations first, but in order to facilitate passengers to travel, it is necessary to open the places with conditions but no conditions to build a station in advance, waiting for the time to be ripe.The subway station was further expanded.Therefore, the future construction of new lines may encounter the situation of expanding subway stations in the running shield section.In view of this problem, the research group has done a lot of research before.The purpose of this paper is to study the seismic behavior of a new type of subway station which is formed by the expansion of shield section under the condition of train opening.In this paper, the scheme of expanding subway station structure in shield section with inner diameter of 7 m ~ 8.1 m ~ (-1) m ~ (11) m is numerically simulated with MIDASGTS software, and reaction displacement method is used respectively.The response acceleration method and time history analysis method are used to analyze the seismic performance of the shield section expansion subway station of the three structural schemes, and to check whether they meet the requirements of seismic fortification.This paper provides a technical reference for the seismic design of the subway station project running shield section expansion, and compares the differences of the three calculation methods in the calculation results.The results show that under the action of seismic load combination, the internal force of the same station structure is larger than that of the standard load combination at the junction of shield segment and transverse passage and the position of side wall of station.Combined with the results of the three methods, the bending moment value increases about 67%, the axial force value increases about 33%, and the shear value increases about 51%.Therefore, in the design of this type of station, the reinforcement of the structure should consider the effect of seismic load. For three kinds of station structure, under the action of the same seismic wave,The results of response acceleration method and response displacement method show that the aseismic performance of shield tunnel inner diameter 7 m island platform scheme is better, and that of shield tunnel inner diameter 8.1 m island platform scheme is better than that of shield tunneling internal diameter 8. 1 m island platform scheme.Combined with three methods, it is considered that the 7 m island platform scheme of shield tunneling has better seismic performance.From the point of view of seismic design, it is more favorable for seismic design to select 7m island platform scheme of shield tunneling, and three seismic design methods are used to check the seismic performance of three kinds of station structure schemes.The axial compression ratio of three structural schemes can meet the design requirements. Under the action of E2 earthquake, the overall deformation of the station structure can meet the requirements of performance grade 鈪，

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