深圳岗厦北地下综合交通枢纽站桥合建大跨度组合结构复杂节点受力性能研究  

Behavior of composite structural joints of Shenzhen Gangxia North large span underground transportation-hub structures integrated with overpass piers

作　　者：张素梅 李爱东 王玉银[3] 郭兰慧[3] 罗贤志 杨欣然 张晨明 张磊 孙大伟 杜韬 邓如江 ZHANG Sumei;LI Aidong;WANG Yuyin;GUO Lanhui;LUO Xianzhi;YANG Xinran;ZHANG Chenming;ZHANG Lei;SUN Dawei;DU Tao;DENG Rujiang(School of Civil and Environmental Engineering,Harbin Institute of Technology(Shenzhen),Shenzhen 518055,China;China Railway Design Corporation,Tianjin 300308,China;School of Civil Engineering,Harbin Institute of Technology,Harbin 150090,China)

机构地区：[1]哈尔滨工业大学(深圳)土木与环境工程学院,广东深圳518055 [2]中国铁路设计集团有限公司,天津300308 [3]哈尔滨工业大学土木工程学院,黑龙江哈尔滨150090

出　　处：《建筑结构学报》2023年第2期1-15,共15页Journal of Building Structures

基　　金：中国铁路设计集团有限公司科技项目(2018-029)。

摘　　要：深圳岗厦北综合交通枢纽核心换乘区设有51.2 m×48.0 m的无柱超大跨度中庭,其跨度在明挖施工地下车站结构中居于世界前列。枢纽大跨度地下结构与上部跨度72 m的市政立交桥合建,站桥合建(转换)节点涉及钢管混凝土柱、型钢混凝土梁、型钢混凝土柱、钢箱梁和钢筋混凝土梁共5种不同的构件形式并承受复杂超大荷载作用。为检验上述复杂节点的可靠性,对站桥合建结构进行简化,逐步由原型结构简化为9柱、5柱、3柱和3柱并考虑空间作用的结构,设计并制作了缩尺比1∶5的站桥转换节点模型,对其进行了静力试验研究,分别在框架平面内、外采用6点加载和1点加载以考虑空间作用,获得节点在复杂荷载作用下的工作过程及力学响应。采用ABAQUS有限元软件对节点力学响应进行数值分析,得到全场变形和应力分布。试验和数值分析结果表明:设计荷载工况作用下,型钢混凝土转换梁跨中和两侧悬臂端混凝土有裂缝开展,内置型钢和钢筋应力均远小于钢材屈服应力(即屈服强度),最大竖向挠度为L/930,承载力和变形均满足结构设计要求,节点设计安全可靠;当外荷载增加至1.5倍设计荷载工况时,转换梁裂缝继续发展、开裂范围扩大,内部型钢和钢筋应力相应增加,但仍小于钢材屈服强度,节点整体未见混凝土压溃或剥落,结构继续处于弹性工作状态;扭矩会显著增大转换梁的应力和变形,加剧下部型钢混凝土柱偏心受压程度。A 51.2 m×48.0 m column-free atrium was designed in the Gangxia North transportation hub in Shenzhen;the structural span is one of the largest in the world for open-cut underground metro interchanges. In addition, the underground hub structure is also under a busy main road and sustains a 72 m-span overpass. The structure with huge open space, integrated with the underground hub and the upper overpass, is subjected to complex and super heavy loadings and consequently designed including five types of structural members, including concrete filled steel tubular column, steel reinforced concrete beam, steel reinforced concrete column, steel box beam, and reinforced concrete beam. This study was conducted to check the reliability of the above complex joints. Based on the whole structural analysis, the original complex structure was simplified from 9-column structure, 5-column structure, 3-column structure to the final 3-column structure with a cantilever beam to realize torsion consideration. The tested specimen was designed with a 1/5 scale. In the test, the specimen was vertically loaded by jacks at 7 locations, with 6 in the frame plane and one out-of-plane on the cantilever beam. The test and numerical analysis results show that, under design loads, concrete cracks develop on the steel reinforced concrete transfer beam, but the measurement illustrates that the steel section and reinforcement bars embedded in the concrete are still working in elastic stage. The maximum deflection of the transfer beam is 1/930 span which is within the required range. The piers and beam connection performed safely and satisfactorily under designed loadings. In the process of the action increasing up to 150% of designed loads, the cracks on the transfer beam continued to turn up, grow and extend while the stress of inner sectional steel and bars is still less than their corresponding yield strength. Neither crushing nor spalling of the concrete can be observed in the whole joint. The beam and joint are generally working in elastic sta

关 键 词：地下大跨度结构 组合结构 站桥合建 转换梁 静力试验 受力性能 

分 类 号：TU398[建筑科学—结构工程] TU317.1