京雄快线预制装配式桥墩足尺模型拟静力试验研究  

Quasi-static experimental study on full-scale prefabricated bridge pier of Beijing-Xiong’an transit express line

作　　者：庄建杰 李辰 江辉[2] 吕金峰 邓梁 薛智文 Zhuang Jianjie;Li Chen;Jiang Hui;Lu Jinfeng;Deng Liang;Xue Zhiwen(Hebei Xiong’an Rail Transit Co.,Ltd.,Baoding 071700,China;Beijing Jiaotong University,Beijing 100044,China)

机构地区：[1]河北雄安轨道快线有限责任公司,河北保定071700 [2]北京交通大学,北京100044

出　　处：《土木工程学报》2025年第1期90-100,共11页China Civil Engineering Journal

基　　金：河北省重点研发计划(22346101D);中央高校基本科研业务费(2023JBZY029);北京市自然科学基金(8192035)。

摘　　要：京雄快线(R1线)霸州开发区站至永清站区间采用无黏结预应力筋、灌浆套筒及混凝土剪力榫混合连接的预制拼装花瓶墩,为检验此类高烈度区装配式桥墩抗震设计的可靠性,全球首次在万吨级多功能试验系统开展了足尺模型拟静力试验,研究了桥墩在水平循环荷载作用下的损伤发展过程和最终破坏模式,并从滞回性能、位移延性、变形分布特征和局部材料受力等方面定量分析了试件的抗震性能。结果表明:混合连接装配式桥墩呈墩底灌浆套筒区域形成塑性铰的典型弯曲破坏形态,损伤次序为墩身混凝土开裂、墩底灌浆套筒底部和顶部纵筋先后屈服、出浆口保护层脱落、最外侧纵筋断裂及少量核心混凝土压碎。双向加载过程中,桥墩滞回曲线呈平行四边形,横桥向最大承载力为4749.88kN;单向加载过程中,纵桥向滞回曲线呈捏缩明显的弓形,最大承载力为3773.50kN,位移延性系数为2.75。墩底接缝处曲率分布最大,墩身次之,墩颈接缝处曲率基本为0,同时墩颈接缝处剪切变形为0.15mm左右,基本可忽略。无黏结预应力筋在试验加载过程中始终处于弹性状态,说明混合连接方式性能可靠。研究成果可为此类桥墩结构形式在同类场地条件下的推广应用提供参考。The prefabricated vase-shaped bridge piers with hybrid connections of unbonded prestressed tendons,grouted sleeves and concrete shear keys were used in the section from Bazhou development zone station to Yongqing station of Beijing-Xiong'an transit express line(Line R1).In order to examine the reliability of seismic design for prefabricated bridge piers in high-intensity seismic regions,the first quasi-static full-scale test in the world on the 10000 ton-capacity multi-functional testing system was carried out.The damage development process and eventual failure mode of the pier under horizontal cyclic loads were discussed.The seismic performances,including hysteretic performance,displacement ductility,deformation distribution characteristics and local material mechanical behavior,of specimen were quantitatively analyzed.The results show that,the prefabricated bridge pier with hybrid connections exhibits the typical flexural failure mode of forming plastic hinge at the grouted sleeve area of pier bottom,and the damages occur in the sequence,namely cracking of pier concrete,yielding of longitudinal reinforcements at the bottom and top of grouted sleeve of pier bottom,spalling of concrete protective layer at grout outlet,fracture of outermost longitudinal reinforcement,and crushing of a little core concrete.Under the biaxial loading,the hysteresis curve of bridge pier appears to be the shape of parallelogram,and the maximum bearing capacity in the transverse direction of bridge is 4749.88 kN;while under the unidirectional loading,the longitudinal hysteresis curve of bridge pier appears to be the shape of bow with obvious pinching.The maximum bearing capacity in the longitudinal direction of bridge is 3773.50 kN,and the displacement ductility coefficient is 2.75.Furthermore,the curvature at the joint of pier bottom is the largest,followed by that at the pier shaft,and that at the joint of pier neck is zero.Meanwhile,the shear deformation at the joint of pier neck is about 0.15mm,which however can be basically ignored

关 键 词：轨道快线 混合连接预制装配式桥墩 足尺模型 拟静力试验 抗震性能 万吨级多功能试验系统 

分 类 号：U446.1[建筑科学—桥梁与隧道工程] U443.22[交通运输工程—道路与铁道工程]