碳纤维约束空心薄壁墩抗震性能试验研究
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摘要
为了最大限度的提高结构强度和刚度的利用率、降低因质量分配引起的柱的抗震响应,采用空心截面形式的桥墩是合理的,我国现有桥梁特别是高、大跨径桥梁普遍采用此类桥墩,其中中、高墩居多。桥墩作为桥梁延性抗震设计中最关键的部位之一,必须高度重视其延性抗震性能。现行的《公路桥梁抗震设计细则》仅适用于60m以下的一般桥墩,且空心薄壁墩的震害资料匮乏,抗震设计经验不足,因此,空心薄壁墩及碳纤维约束空心薄壁组合桥墩的延性抗震性能研究非常有必要,具有重要的工程参考价值。
针对目前公路桥梁中普遍采用的空心薄壁墩的典型情况,按相似原理和墩的受力特性,综合考虑试验条件,设计了4个空心薄壁裸墩和5个碳纤维约束空心薄壁墩塑性铰区域模型,通过拟静力试验及理论分析,系统的研究了裸墩与碳纤维约束墩顺桥向的延性抗震性能,主要成果如下：
1.设计了以弯曲破坏为主的矩形截面空心薄壁墩,试验表明,单桥墩塑性铰区域为墩高的1/5,且位于墩身底部,荷载下降到极限荷载75%时,所有纵筋、箍筋均未断裂,少量纵筋屈服,箍筋未见屈服,加载面塑性铰区域均不同程度的出现保护层混凝土剥落,侧面未见大面积混凝土剥落；高轴压比为0.3的试件延性抗震性能最差。
碳纤维约束墩改变了裸墩的破坏模式,裸墩的破坏模式是在墩下部形成塑性铰,塑性铰区域核心混凝土压碎、纵筋压曲导致破坏。而约束墩的破坏主要集中在非约束区裂缝的出现,塑性铰区域碳纤维布受拉力作用后粘接剂表面变成白色,此处碳纤维布沿径向水平张裂,未断裂,试验结束时,外包碳纤维没有显著的材料破坏。随着碳纤维层数的增加,未约束区裂缝的条数与出现的高度增大。
2.轴力对试件滞回曲线的形状影响很大,轴压比为0.3的裸墩模型滞回环较丰满,峰值荷载过后,滞回曲线稳定；轴压比为0.2的裸墩滞回环相对狭小,峰值荷载过后,滞回曲线的稳定性较差,承载力衰减较快。在轴压比和配筋率相同的情况下,配箍率为1.22%的裸墩滞回曲线丰满,峰值荷载过后的荷载的下降段较平缓,极限变形能力强。
3.相同纵筋率和配箍率的试件,同等侧移率情况下作用的轴向力越大,耗能能力越大,侧向刚度随之降低,但侧向承载力不会改变；轴压比为0.3的裸墩刚度退化较其它两种轴压比试件缓慢,轴压比为0.15的裸墩塑性铰区域侧移较大。相同外力作用下,配箍率为1.22%的裸墩强度退化和刚度退化小于配箍率为0.85%的裸墩,随着配箍率的增加,承载能力稳定性越好,墩身塑性铰区域侧移越大,耗能能力越强,刚度略有提高；塑性铰区域配箍率越高,其转动能力越强。
4.碳纤维约束墩的地震耗能能力远高于裸墩,不改变裸墩的侧向刚度,而侧向承载力有一定程度的提高,延性得到很大程度的改善,采用碳纤维约束塑性铰区域在基本不改变整体结构动力特性的基础上,极大的提高结构柱的抗震性能；约束墩的强度退化和刚度退化显著小于裸墩；碳纤维包裹裸墩提高了其在侧移率较大情况下的承载能力稳定性；约束墩塑性铰转动能力优于裸墩,具有很好的延性。
5.采用截面曲率-延性分析专用程序求出了曲率延性系数,根据位移延性系数与曲率延性系数之间的转换关系,求得位移延性系数的理论解,并与试验值相比较,理论计算结果处于试验值底限,便于安全；并推导出屈服曲率与极限曲率的解析解计算公式,进而求得位移延性系数,与试验值相吻合。
6.骨架曲线特征值分析结果表明,轴压比分别为0.15、0.2、0.3时,极限荷载波动较大,整体变化幅度大；位移延性随轴压比的增大而变小,介于4.40-5.56；轴压比为0.2时极限荷载对应的侧向位移即变形幅度最大。提高配箍率降低了试件的极限承载力,但位移延性系数提高幅度高达20%；碳纤维布约束空心薄壁墩摸极限承载力、位移延性系数均得到提高,碳纤维约束低配筋率的试件提高幅度大,特别是位移延性系数提高幅度高达56.2%。
7.基于试验数据初步探讨了空心薄壁裸墩滞回曲线及碳纤维约束墩滞回环模型,对比分析模型值与试验测量值,吻合较好。
In order to maximize the improvement of the utilization of structural strength and stiffness, and reduce distribution of quality caused by column due to seismic response of bridge pier, hollow cross-section form is reasonable.It can be widely used by bridges in china,especially high and long-span bridge piers,which are all middle or high piers. Because it is one of the most critical parts in seismic design of bridges,ductility seismic performance of hollow thin-walled piers must be attached. Guidlelines for seismic design of highway bridge applies only to the following piers whose highth is not more than 60m. Because of lack of information on earthquake damage and experience for seismic design, experimental research on seismic behavior of hollow rectangular thin-walled piers and piers confined with CFRP is necessary, which has important reference value for engineering.
According to similar principles and force characteristics of piers, nine models, which are four bare piers and five hollow thin-walled pier confined carbon-fiber plastic, are designed. Through pseudo-static test and theoretical analysis, ductility seismic performance of piers was analyzed and discussed systematically. The main results are as follows:
1. Failure modes of hollow rectangular thin-walled piers are all bending failure. Highth of pier plastic hinge regions for single-column pier,which located at the bottom of piers, is one fifth of piers. When load dropped 25% of ultimate load, all of longitudinal bars and stirrups were not broken, but a bit of longitudinal reinforcement yielded. Concrete of hinge region on the loading side stripped. Ductile seismic performance of specimen, high axial compression ratio of which is 0.3, is the worst.
Piers confined with CFRP changed the failure mode of the bare piers. Failure mode of bare pier is the formation of plastic hinge in the low part of pier, core concret in the plastic hinge region crushing. The damage of piers confined with CFRP concentrated in the appearance of cracks in a non-binding area. CFRP became white but is not broken. At the end of test, all of material was not damage. As the lays of CFRP increases, height and number of cracks are more.
2. Axial force has a great impact on shape of specimen hysteresis curve, Model hysteresis loop is fullness under axial compression ratio of 0.3, and seismic behaviors is stability. But the loop is small under axial compression ratio of 0.2., and the pier had the opposite properties. Similarly, hysteresis curve of pier with hoop rate of 1.22% is full,and capacity decay slowly in addition to be deformed easily.
3.The greater the rate of axial compression,the greater the energy dissipation capacity of specimen, and the smaller the stiffness,but the capacity was not changed. Compared with two other bare piers, rigidity degradation of pier under axial compression ratio of 0.3 is slowest, and displacement of pier under axial compression ratio of 0.15 is larger in the plastic hinge region. Strength and stiffness degradation of one pier with the stirrup rate of 1.22% less than the other with stirrup rate of 0.85%. With the increase of hoop rate, the better the stability of load capacity, the greater energy capacity of plastic hinge region and higher stiffness increased slightly.The higher hoop rate of plastic hinge region, the stronger ability of its rotation.
4. Seismic energy dissipation of pier confined with CFRP is much higher than the bare pier, does not change the lateral stiffness, while the lateral bearing capacity was increased and ductility was significantly improved. Strength and stiffness degradation were significantly smaller and rotation capacity of plastic hinge was better than the bare pier. And the lateral bearing capacity stability was increased in the larger context.
5. The curvature ductility factor are obtained by sectional curvature-ductility analysis of specific procedures, and the displacement ductility coefficient theoretical solution are obtained according to the conversion relationship between displacement ductility coefficient and the curvature ductility factor, and compared with the experimental data, the program calculated is smaller, so it is safe. The analytical solution formula of yield curvature and limit curvature is derived, and then obtained the displacement ductility factor, consistent with the experimental value.
6. Skeleton curves eigenvalue analysis results show that the axial compression ratio is 0.15 and 0.2 and 0.3 respectively, the ultimate load fluctuations and the total change in amplitude is larger. The axial compression ratio is larger, the displacement ductility is smaller, ranging from 4.40-5.56; when the axial load ratio is 0.2, the limit load corresponding to the lateral displacement of the deformation of the sharpest. Increasing the rate of stirrup ultimate reduced bearing capacity of the specimen, but the displacement ductility factor increased by as much as 20%; Carbon fiber cloth binding touch ultimate bearing capacity of hollow thin-wall pier and displacement ductility factor is enhanced, and the large margin of increase of carbon fiber reinforcement ratio lower bound of the test pieces, in particular, the displacement ductility factor increased by as much as 56.2%.
7. Based on experimental data, restoring force model of hollow thin-walled pier and pier confined with carbon fiber plastic was discussed. And model values was compared with the experimental values.
针对目前公路桥梁中普遍采用的空心薄壁墩的典型情况,按相似原理和墩的受力特性,综合考虑试验条件,设计了4个空心薄壁裸墩和5个碳纤维约束空心薄壁墩塑性铰区域模型,通过拟静力试验及理论分析,系统的研究了裸墩与碳纤维约束墩顺桥向的延性抗震性能,主要成果如下：
1.设计了以弯曲破坏为主的矩形截面空心薄壁墩,试验表明,单桥墩塑性铰区域为墩高的1/5,且位于墩身底部,荷载下降到极限荷载75%时,所有纵筋、箍筋均未断裂,少量纵筋屈服,箍筋未见屈服,加载面塑性铰区域均不同程度的出现保护层混凝土剥落,侧面未见大面积混凝土剥落；高轴压比为0.3的试件延性抗震性能最差。
碳纤维约束墩改变了裸墩的破坏模式,裸墩的破坏模式是在墩下部形成塑性铰,塑性铰区域核心混凝土压碎、纵筋压曲导致破坏。而约束墩的破坏主要集中在非约束区裂缝的出现,塑性铰区域碳纤维布受拉力作用后粘接剂表面变成白色,此处碳纤维布沿径向水平张裂,未断裂,试验结束时,外包碳纤维没有显著的材料破坏。随着碳纤维层数的增加,未约束区裂缝的条数与出现的高度增大。
2.轴力对试件滞回曲线的形状影响很大,轴压比为0.3的裸墩模型滞回环较丰满,峰值荷载过后,滞回曲线稳定；轴压比为0.2的裸墩滞回环相对狭小,峰值荷载过后,滞回曲线的稳定性较差,承载力衰减较快。在轴压比和配筋率相同的情况下,配箍率为1.22%的裸墩滞回曲线丰满,峰值荷载过后的荷载的下降段较平缓,极限变形能力强。
3.相同纵筋率和配箍率的试件,同等侧移率情况下作用的轴向力越大,耗能能力越大,侧向刚度随之降低,但侧向承载力不会改变；轴压比为0.3的裸墩刚度退化较其它两种轴压比试件缓慢,轴压比为0.15的裸墩塑性铰区域侧移较大。相同外力作用下,配箍率为1.22%的裸墩强度退化和刚度退化小于配箍率为0.85%的裸墩,随着配箍率的增加,承载能力稳定性越好,墩身塑性铰区域侧移越大,耗能能力越强,刚度略有提高；塑性铰区域配箍率越高,其转动能力越强。
4.碳纤维约束墩的地震耗能能力远高于裸墩,不改变裸墩的侧向刚度,而侧向承载力有一定程度的提高,延性得到很大程度的改善,采用碳纤维约束塑性铰区域在基本不改变整体结构动力特性的基础上,极大的提高结构柱的抗震性能；约束墩的强度退化和刚度退化显著小于裸墩；碳纤维包裹裸墩提高了其在侧移率较大情况下的承载能力稳定性；约束墩塑性铰转动能力优于裸墩,具有很好的延性。
5.采用截面曲率-延性分析专用程序求出了曲率延性系数,根据位移延性系数与曲率延性系数之间的转换关系,求得位移延性系数的理论解,并与试验值相比较,理论计算结果处于试验值底限,便于安全；并推导出屈服曲率与极限曲率的解析解计算公式,进而求得位移延性系数,与试验值相吻合。
6.骨架曲线特征值分析结果表明,轴压比分别为0.15、0.2、0.3时,极限荷载波动较大,整体变化幅度大；位移延性随轴压比的增大而变小,介于4.40-5.56；轴压比为0.2时极限荷载对应的侧向位移即变形幅度最大。提高配箍率降低了试件的极限承载力,但位移延性系数提高幅度高达20%；碳纤维布约束空心薄壁墩摸极限承载力、位移延性系数均得到提高,碳纤维约束低配筋率的试件提高幅度大,特别是位移延性系数提高幅度高达56.2%。
7.基于试验数据初步探讨了空心薄壁裸墩滞回曲线及碳纤维约束墩滞回环模型,对比分析模型值与试验测量值,吻合较好。
In order to maximize the improvement of the utilization of structural strength and stiffness, and reduce distribution of quality caused by column due to seismic response of bridge pier, hollow cross-section form is reasonable.It can be widely used by bridges in china,especially high and long-span bridge piers,which are all middle or high piers. Because it is one of the most critical parts in seismic design of bridges,ductility seismic performance of hollow thin-walled piers must be attached. Guidlelines for seismic design of highway bridge applies only to the following piers whose highth is not more than 60m. Because of lack of information on earthquake damage and experience for seismic design, experimental research on seismic behavior of hollow rectangular thin-walled piers and piers confined with CFRP is necessary, which has important reference value for engineering.
According to similar principles and force characteristics of piers, nine models, which are four bare piers and five hollow thin-walled pier confined carbon-fiber plastic, are designed. Through pseudo-static test and theoretical analysis, ductility seismic performance of piers was analyzed and discussed systematically. The main results are as follows:
1. Failure modes of hollow rectangular thin-walled piers are all bending failure. Highth of pier plastic hinge regions for single-column pier,which located at the bottom of piers, is one fifth of piers. When load dropped 25% of ultimate load, all of longitudinal bars and stirrups were not broken, but a bit of longitudinal reinforcement yielded. Concrete of hinge region on the loading side stripped. Ductile seismic performance of specimen, high axial compression ratio of which is 0.3, is the worst.
Piers confined with CFRP changed the failure mode of the bare piers. Failure mode of bare pier is the formation of plastic hinge in the low part of pier, core concret in the plastic hinge region crushing. The damage of piers confined with CFRP concentrated in the appearance of cracks in a non-binding area. CFRP became white but is not broken. At the end of test, all of material was not damage. As the lays of CFRP increases, height and number of cracks are more.
2. Axial force has a great impact on shape of specimen hysteresis curve, Model hysteresis loop is fullness under axial compression ratio of 0.3, and seismic behaviors is stability. But the loop is small under axial compression ratio of 0.2., and the pier had the opposite properties. Similarly, hysteresis curve of pier with hoop rate of 1.22% is full,and capacity decay slowly in addition to be deformed easily.
3.The greater the rate of axial compression,the greater the energy dissipation capacity of specimen, and the smaller the stiffness,but the capacity was not changed. Compared with two other bare piers, rigidity degradation of pier under axial compression ratio of 0.3 is slowest, and displacement of pier under axial compression ratio of 0.15 is larger in the plastic hinge region. Strength and stiffness degradation of one pier with the stirrup rate of 1.22% less than the other with stirrup rate of 0.85%. With the increase of hoop rate, the better the stability of load capacity, the greater energy capacity of plastic hinge region and higher stiffness increased slightly.The higher hoop rate of plastic hinge region, the stronger ability of its rotation.
4. Seismic energy dissipation of pier confined with CFRP is much higher than the bare pier, does not change the lateral stiffness, while the lateral bearing capacity was increased and ductility was significantly improved. Strength and stiffness degradation were significantly smaller and rotation capacity of plastic hinge was better than the bare pier. And the lateral bearing capacity stability was increased in the larger context.
5. The curvature ductility factor are obtained by sectional curvature-ductility analysis of specific procedures, and the displacement ductility coefficient theoretical solution are obtained according to the conversion relationship between displacement ductility coefficient and the curvature ductility factor, and compared with the experimental data, the program calculated is smaller, so it is safe. The analytical solution formula of yield curvature and limit curvature is derived, and then obtained the displacement ductility factor, consistent with the experimental value.
6. Skeleton curves eigenvalue analysis results show that the axial compression ratio is 0.15 and 0.2 and 0.3 respectively, the ultimate load fluctuations and the total change in amplitude is larger. The axial compression ratio is larger, the displacement ductility is smaller, ranging from 4.40-5.56; when the axial load ratio is 0.2, the limit load corresponding to the lateral displacement of the deformation of the sharpest. Increasing the rate of stirrup ultimate reduced bearing capacity of the specimen, but the displacement ductility factor increased by as much as 20%; Carbon fiber cloth binding touch ultimate bearing capacity of hollow thin-wall pier and displacement ductility factor is enhanced, and the large margin of increase of carbon fiber reinforcement ratio lower bound of the test pieces, in particular, the displacement ductility factor increased by as much as 56.2%.
7. Based on experimental data, restoring force model of hollow thin-walled pier and pier confined with carbon fiber plastic was discussed. And model values was compared with the experimental values.
引文
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