【作者】 孙菲；

【导师】 吴献；

【作者基本信息】 沈阳建筑大学 ， 建筑与土木工程（专业学位）， 2021， 硕士

【摘要】 各大城市地铁车站路线的开通,已经标志着城市轨道交通成为主要交通工具的时代到来,作为地铁换乘作用的地铁车站,将面对庞大的乘客出行压力。为满足这些巨大的乘客数量要求,地铁车站的空间迎来了新的挑战,修建无柱大空间地铁车站势在必行。而且目前人们关注的焦点越来越偏向于解决工程建设中的速度、质量、效益问题。因此预制构件作为改善发展这些方面的一个至关重要问题,但国内对装配式地铁车站的研究还处于开始阶段。本文以此为背景,采用有限元分析方法对地铁车站的形状和改变拱板结构与装配式连接方式对无柱地铁车站在正常工况下顶板的受力变化规律进行研究,本文主要研究内容及研究成果如下:(1)提出了等弧拱形地铁车站,圆角拱形地铁车站和直角拱形地铁车站三种车站结构模型,基于荷载-结构法对三种车站在正常使用下的应力、位移、弯矩、剪力进行分析发现等弧拱形地铁车站对比其他两种车站跨中应力更小,更好地将顶板跨中的应力传递给两侧板和底板,且受力分布更均匀;圆角拱形车站和直角拱形车站顶板的角偶处大部分没有起到承担应力的作用,并且混凝土与钢筋的用量比等弧拱形结构大许多,因此等弧形地铁车站更为经济;等弧地铁车站在跨中位移比圆角拱形结构和直角拱形结构小很多,有更好的结构抗力;等弧形地铁车站的最大弯矩和最大剪力的值远小于圆角拱形车站和直角拱形车站,且曲线的波动也相对较小,因此且关键点受力更安全。考虑到部件划分的合理性,结构力的优化,选择第一种等弧形地铁车站作为站点结构的最终断面类型。(2)基于荷载结构法,分别建立三种5m、6m、7m的顶板拱高与三种1m、1.4m、1.8m的底板拱高和三种19m、20m、21m的车站跨长共18个不同地铁车站进行有限元模拟分析,对它们的应力、弯矩、位移进行对比分析:在跨度不变的情况下对顶板为5m、6m、7m车站的应力进行分析,发现车站的跨中应力随顶板拱高的增加而减小,应力可以更好地从跨中传递到支座,从云图上也可以看出随拱高的增大应力也分布得更均匀。在跨度不变的情况下对顶板为5m、6m、7m车站的位移进行分析,发现车站的跨中位移随顶板拱高的增加而减小,拱的效应更明显,结构抗力更好。在跨度不变的情况下对顶板为5m、6m、7m车站的弯矩图进行分析,发现车站的跨中位移随顶板拱高的增加而减小,关键点受力更安全。(3)从不同刚度各构件弯矩比较中可出刚度对车站内力影响明显,地板构件A和顶板构件D均为水平构件,它们的两端弯矩均随刚度的减小而减小,而跨中弯矩随刚度的增大而增大;侧壁构件C的上端和下端的弯矩也随接头刚度的减小而减小,跨中弯矩随接头刚度的增大而增大;构件B的上端、拐角、右端均随刚度的减小而增大。从不同刚度各构件剪力比较中可以看出,随接头刚度不同,各个构件的剪力会产生增大或者减小的变化,但影响不明显。经过三种连接方式进行对比后,高强度螺栓连接相对于传统现浇方式在强度、刚度、抗震性性能还有一定的差距。但是与采用传统钢筋连接后二次浇筑的连接方式对比,在反复周期荷载作用下,节点的强度和刚度大幅度提高,节点的强度和刚度退化比较缓慢,因此利用高强螺栓连接的结构节点具有较好的抗震性能。更多还原

【Abstract】 The opening of metro station routes in major cities has already marked the arrival of the era when urban rail transit has become the main means of transportation.Metro stations that serve as subway transfers will face huge passenger travel pressure.In order to meet these huge passenger demand,the space of the subway station has ushered in new challenges,and it is imperative to build a column-free large-space subway station.At present,peoples focus is more and more inclined to solve the problems of speed,quality and efficiency in engineering construction.Therefore,prefabricated components are a crucial issue to improve the development of these aspects,but the domestic research on prefabricated subway stations is still in the initial stage.Based on this background,this paper uses finite element analysis method to study the shape of subway station and change the arch structure and assembly connection mode to study the changing law of the roof force of the column-free subway station under normal working conditions.The main research content and The research results are as follows:(1)Three station structure models of equal arc arch metro station,round-angle arch metro station and right-angle arch metro station are proposed.Based on the load-structure method,the stress,displacement,and bending moment of the three stations under normal use are analyzed.,Shear force analysis found that the equal-arc arch metro station has lower mid-span stress than the other two stations,and can better transmit the mid-span stress of the roof to the two side plates and bottom plates,and the force distribution is more even;Most of the corners of the roof of the arched station and the right-angled arched station do not play the role of bearing stress,and the amount of concrete and steel is much larger than that of the equal arc arch structure,so the equal arc subway station is more economical;The displacement of the subway station in the middle of the span is much smaller than that of the rounded arch structure and the right-angled arch structure,and has better structural resistance;the value of the maximum bending moment and the maximum shear force of the equal arc subway station is much smaller than that of the rounded arched station and Right-angle arch station,and the curve fluctuation is relatively small,so the key points are safer.Taking into account the rationality of the division of components and the optimization of structural forces,the first equi-arc metro station is selected as the final section type of the site structure.(2)Based on the load structure method,three types of roof arch heights of 5m,6m,and7 m,three types of bottom arch heights of 1m,1.4m,and 1.8m,and three types of station spans of 19 m,20m,and 21 m,were established respectively,totaling 18 Perform finite element simulation analysis on different subway stations,and co MPare their stresses,bending moments,and displacements: Under the condition of constant span,the stresses of stations with roofs of 5m,6m and 7m are analyzed,and it is found that the mid-span stress of the station varies As the arch height of the roof increases and decreases,the stress can be better transmitted from the middle of the span to the support.It can also be seen from the cloud diagram that the stress is distributed more evenly with the increase of the arch height.Under the condition of constant span,the displacement of the stations with roofs of 5m,6m,and 7m is analyzed,and it is found that the mid-span displacement of the station decreases with the increase of the roof arch height,the arch effect is more obvious,and the structural resistance is better.Analyzing the bending moment diagrams of stations with roofs of 5m,6m,and 7m under the condition of constant span,it is found that the mid-span displacement of the station decreases with the increase of roof arch height,and the stress on key points is safer.(1)From the co MParison of the bending moments of different rigidity members,it can be seen that the rigidity has a significant influence on the internal force of the station.The floor member A and the roof member D are both horizontal members.The mid-span bending moment increases with the increase of the stiffness;the bending moments of the upper and lower ends of the side wall member C also decrease with the decrease of the joint stiffness,and the mid-span bending moment increases with the increase of the joint stiffness;The upper end,corner and right end of B all increase with the decrease of stiffness.It can be seen from the co MParison of the shear force of each member with different stiffness that with the different stiffness of the joint,the shear force of each member will increase or decrease,but the effect is not obvious.After the co MParison of the three connection methods,the high-strength bolt connection has a certain gap in strength,stiffness,and seismic performance co MPared with the traditional cast-in-place method.However,co MPared with the connection method of secondary pouring after the traditional steel reinforcement connection,the strength and stiffness of the joints are greatly improved under repeated cyclic loads,and the strength and stiffness of the joints degrade slowly.Therefore,the structural joints connected by high-strength bolts have a higher Good seismic performance.更多还原