Earthquake-resistant reinforcement structure for passenger premises

Abstract

To provide an earthquake resistance reinforcement structure of a passenger shed allowing the reinforcement of earthquake resistance in a column weak axis direction effectively and easily when the weak axis direction of the column of the passenger shed is in parallel with a railway track.SOLUTION: A passenger shed to which the invention is applied comprises a plurality of columns 2 made in H-shaped steel and erected on a foundation, a plurality of beams 3 connected to the plurality of columns 2 and a roof 4 placed on the plurality of beams 3 and it is adjacent to a railway track RW. The column 2 has its weak axis direction in parallel with the railway track RW. An earthquake resistance reinforcement structure of the invention comprises a viscous damper 6 provided between the column 2 and a railway track parallel beam 3 P and restricting vibration by a viscous damping effect in a plane of structure configured with the column 2 and the railway track parallel beam 3 P extending in the weak axis direction and a cover plate 5 mounted to a leg part of the column 2 so that its main plane is orthogonal to the weak axis direction.SELECTED DRAWING: Figure 2

Description

[Technical field]

[0001] The present invention relates to an earthquake-resistant reinforcement structure for a passenger shed for reinforcing the earthquake resistance of a passenger shed adjacent to a railway track. [Background technology]

[0002] A conventional vibration control device for a structure is disclosed in, for example, Patent Document 1. This vibration control device is intended to suppress vibrations in a gate-shaped structure having two pillars erected on a road or the like and a horizontal beam connected between the upper ends of the pillars, for example, a structure used as a toll booth on a highway. In this vibration control device, two damping devices each having an oil damper and a brace connected in series are arranged in a diagonal brace shape (diagonally) between the pillar and the beam at two corners where the pillar and the beam are connected. In this configuration, the two damping devices are arranged in a diagonal brace shape to suppress vertical and horizontal vibrations acting on the gate-shaped structure, and a relatively large space is secured inside the gate-shaped structure below the damping devices for use. [Prior art documents] [Patent documents]

[0003] [Patent Document 1] JP 2000-320179 A Summary of the Invention [Problem to be solved by the invention]

[0004] In the above-mentioned conventional vibration control device, in order to obtain a vibration control effect on the portal structure and to secure as much inner space as possible, the damping device is provided in a diagonal brace shape in the structural plane formed by the columns and beams at the two upper corners of the portal structure. On the other hand, depending on the structure of the portal structure, the seismic performance in the direction perpendicular to the structural plane of the columns and beams may be lower than the seismic performance in the direction parallel to the structural plane of the columns and beams. For example, when a column has a strong axis and a weak axis and is arranged so that the weak axis direction is perpendicular to the structural plane of the columns and beams, the rigidity in the weak axis direction is smaller and the seismic performance is smaller. In such a case, in the conventional vibration control device, since the damping device is provided in the structural plane of the columns and beams, the seismic reinforcement of the portal structure in the weak axis direction cannot be effectively performed.

[0005] Furthermore, in the above-mentioned portal structure, there is a risk that the base of the column may be damaged due to the large bending moment or shear force acting on the base of the column during an earthquake, etc. In contrast, with conventional vibration control devices, the damping device is merely provided at the upper corners of the portal structure, and seismic reinforcement of the column base cannot be effectively performed.

[0006] The present invention has been made to solve the above-mentioned problems, and aims to provide a seismic reinforcement structure for a passenger overhead shed that can effectively and easily reinforce the seismic resistance of the passenger overhead shed columns in the weak axis direction when the weak axis direction of the passenger overhead shed columns is parallel to the railway tracks. [Means for solving the problem]

[0007] In order to achieve the above-mentioned object, the invention of claim 1 is a seismic reinforcement structure for a passenger shed adjacent to a railway line, comprising a plurality of columns made of H-shaped steel and erected on a foundation, a plurality of beams joined to the plurality of columns, and a roof placed on the plurality of beams, for reinforcing the seismic resistance of a passenger shed adjacent to a railway line, characterized in that the columns are arranged so that their weak axis direction is parallel to the railway line, and the structure is equipped with a viscous damper that is provided between the columns and the beams within a structural surface formed by the columns and the beams extending in the weak axis direction and suppresses vibration by a viscous damping effect, and a cover plate attached to the foot of the column so that its main surface is perpendicular to the weak axis direction.

[0008] The passenger shed to which the present invention is applied is made of H-shaped steel, has a number of columns erected on a foundation, a number of beams joined to the number of columns, and a roof placed on the number of beams, and is adjacent to the railway line. The columns are arranged so that their weak axis directions are parallel to the railway line. According to the present invention, a viscous damper is provided between the columns and the beams extending in the weak axis direction (hereinafter referred to as "railway parallel beams") within a structural plane formed by the columns and the beams. With the above configuration, when vibrations in the column weak axis direction are input to the passenger shed, the viscous damping effect of the viscous damper is exerted, thereby suppressing the vibrations in the column weak axis direction.

[0009] In addition, a cover plate is attached to the base of the column, and is positioned so that its main surface is perpendicular to the column weak axis direction. With this configuration, the rotational rigidity (bending rigidity) of the column base in the weak axis direction increases, and the inflection point position moves toward the center of the column, increasing the apparent bending strength (the bending strength itself does not improve, but it can resist a higher level of external force), thereby utilizing the performance of the column material to its limit and improving earthquake resistance. As a result, when the weak axis direction of the passenger above shed columns is parallel to the railway tracks, it is possible to effectively and easily reinforce the earthquake resistance of the passenger above shed columns in the weak axis direction.

[0010] The invention of claim 2 is characterized in that, in the earthquake-resistant reinforcement structure of the passenger upper building described in claim 1, the cover plate is formed in a rectangular shape and its height is set to approximately 1 / 2 the width of the column.

[0011] As described later, the reinforcing effect of the column base by the cover plate of claim 1 hardly increases and becomes almost constant when the height of the rectangular cover plate is equal to or greater than about 1 / 2 the column width. Based on this knowledge, according to the present configuration, the height of the cover plate is set to about 1 / 2 the column width, which corresponds to the size at which the reinforcing effect reaches a plateau, so that the reinforcing effect of the column base can be efficiently obtained using a cover plate of a minimum size.

[0012] The invention of claim 3 is characterized in that, in the earthquake-resistant reinforcement structure of a passenger upper hull described in claim 1 or 2, the viscous damper has a ball screw that rotates by transmitting relative displacement between the column and the beam, an inner tube and an outer tube that are radially opposed to each other and driven to rotate relatively by the ball screw, and a viscous body filled between the inner tube and the outer tube.

[0013] According to this configuration, the viscous damper is of the ball screw type, and as vibration in the column weak axis direction is input to the passenger shed, the column and the track parallel beam undergo relative displacement, and this relative displacement is transmitted to rotate the ball screw. The inner tube and the outer tube are then rotated relative to each other by the ball screw, and the viscous damping effect is exerted by the shear resistance of the viscous body filled between the inner tube and the outer tube, thereby suppressing the vibration in the column weak axis direction of the passenger shed. In addition, the cover plate attached to the column base increases the rotational rigidity of the column base and increases the degree of fixation to the foundation, so that the relative displacement between the column and the track parallel beam is efficiently converted into rotational motion of the ball screw, thereby enhancing the viscous damping effect of the viscous damper.

[0014] The invention of claim 4 is characterized in that, in the earthquake-resistant reinforcement structure of a passenger shed described in any of claims 1 to 3, the viscous damper is attached to the columns and beams via connecting members.

[0015] In many cases, electrical wiring is installed in the pillars and beams of existing passenger premises, and if a viscous damper is attached by welding or the like, there is a risk of adversely affecting the working wiring. With this configuration, the viscous damper is mechanically attached to the pillars and beams via the connecting member, so that it is possible to reliably prevent adverse effects on the wiring of the electrical equipment due to welding work or the like.

[0016] The invention of claim 5 is characterized in that, in the earthquake-resistant reinforcement structure for a passenger upper shed described in claim 4, the connecting member is joined to the web of the column and fastened by a bolt.

[0017] According to this configuration, the connecting member for mounting the viscous damper can be attached to the web of the H-shaped steel that constitutes the column by fastening with bolts, without welding.

[0018] The invention of claim 6 is characterized in that, in the earthquake-resistant reinforcement structure for a passenger upper shed described in claim 4, the connecting member is joined to the flange of the column and fastened by a bolt.

[0019] According to this configuration, the connection member for mounting the viscous damper can be attached to the flange of the H-shaped steel that constitutes the column by fastening with bolts, without welding.

[0020] The invention of claim 7 is characterized in that, in the earthquake-resistant reinforcement structure of a passenger shed described in claim 5 or 6, at least one of the joint surfaces of the column and the beam to which the connecting member is joined is subjected to an RC type scraping treatment with a paint film thickness of 100 μm or less.

[0021] As described later, while the joint performance of a joint where multiple steel plates are joined to each other varies depending on the type of scraping treatment of the joint surfaces and the paint film thickness, it has been confirmed that an RC type scraping treatment with a paint film thickness of 100 μm or less is comparable to a higher type of scraping treatment or a smaller or zero paint film thickness. Based on this knowledge, according to the present configuration, an RC type scraping treatment with a paint film thickness of 100 μm or less is applied to at least one of the joint surfaces of the column and beam to which the connection member is joined, so that the joint performance required of the joint can be efficiently obtained with a relatively simple scraping treatment and a minimum paint film thickness.

[0022] For example, if a relatively thick paint film has already formed on the joint surfaces of existing columns or beams, the work can be made easier by performing RC type scraping treatment and leaving a thickness of 100 μm or less without removing all of the paint film.

[0023] The invention of claim 8 is characterized in that, in the earthquake-resistant reinforcement structure of a passenger shed described in any of claims 1 to 7, the passenger shed is installed on an elevated bridge.

[0024] According to this configuration, the above-mentioned effects of claims 1 to 7 can be obtained in the same manner even when the passenger shed is installed on an elevated bridge. [Brief description of the drawings]

[0025] [Figure 1] FIG. 1 is a diagram showing a schematic diagram of a first embodiment of the present invention in which a passenger shed is installed directly on the ground. [Diagram 2] 1A is a partial oblique view showing the state before the pillars and beams of the passenger shed are reinforced, (b) a state after a viscous damper has been attached to part indicated by arrow B in (a), and (c) a state after a cover plate has been attached to part indicated by arrow C in (a). [Diagram 3] FIG. [Figure 4] FIG. 13 is a front view showing viscous dampers attached diagonally to the web of a column on both sides near the joint between the column and the beam. [Diagram 5] 5A and 5B are enlarged front and bottom views showing a first connecting member for attaching the viscous damper to the beam in FIG. 4. [Figure 6] 5A and 5B are enlarged front and bottom views of a second connecting member for attaching the viscous damper to the web of the pillar in FIG. 4. [Figure 7] 13A and 13B are diagrams showing the results of an experiment to confirm the effect of reinforcement by attaching a cover plate to a column base. [Figure 8] 1 is a table showing the results of a slip coefficient test conducted on bonding surfaces that had been scraped and painted. [Figure 9] FIG. 13 is a front view showing a viscous damper attached diagonally to a flange of a column on one side near the joint between the column and the beam. [Figure 10] 10A and 10B are enlarged front and bottom views showing a second connecting member for attaching the viscous damper to the flange of the pillar in FIG. 9. [Figure 11] FIG. 13 is a front view showing viscous dampers attached horizontally to the web of a column on both sides near the joint between the column and the beam. [Figure 12] 12A and 12B are enlarged front and bottom views showing a first connecting member for attaching the viscous damper to the beam in FIG. 11. [Figure 13] 12A and 12B are enlarged front and bottom views showing a second connecting member for attaching the viscous damper to the web of the pillar in FIG. 11. [Figure 14] 14A and 14B are enlarged front and bottom views showing a second connecting member for attaching a viscous damper to a flange of a pillar, which is used in place of the second connecting member in FIG. 13. [Figure 15] FIG. 13 is a diagram showing a schematic diagram of a second embodiment of the present invention in which a passenger shed is provided on a viaduct. [Figure 16] This is an analytical model of the viaduct and passenger shed used in the time history response analysis. [Figure 17] 1 is a table showing results obtained by a time history response analysis. DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS

[0026] Preferred embodiments of the present invention will be described in detail below with reference to the drawings. Fig. 1 shows a first embodiment of the present invention. In this embodiment, a station platform PF (foundation) is provided directly on the ground G, and a passenger shed 1 is provided on the platform PF. The platform PF faces the railway track RW extending in the left-right direction of Fig. 1, and is composed of a concrete floor slab.

[0027] The passenger shed 1 has a plurality of columns 2 erected on the platform PF, a plurality of beams 3 connected between the plurality of columns 2, and a roof 4 placed on the plurality of beams 3. For example, a total of 12 columns 2 are arranged at predetermined intervals at six locations in the length direction of the platform PF (hereinafter referred to as the "direction parallel to the tracks") and two locations in the width direction of the platform PF (hereinafter referred to as the "direction perpendicular to the tracks").

[0028] Each column 2 is made of, for example, a 250x250x9x14 H-shaped steel having a web 2a and flanges 2b, 2b, and is fastened to the platform PF with anchor bolts (not shown) via a steel base plate 2c. As shown in Fig. 2, each column 2 is arranged so that its weak axis direction perpendicular to the web 2a (hereinafter referred to as "column weak axis direction" as appropriate) coincides with the direction parallel to the track, and its strong axis direction perpendicular to the flanges 2b (hereinafter referred to as "column strong axis direction" as appropriate) coincides with the direction perpendicular to the track. This arrangement of columns 2 is normally adopted when H-shaped steel is used as the columns of the passenger upper building.

[0029] The multiple beams 3 are composed of H-shaped steel having webs 3a and flanges 3b, 3b, and are joined to multiple columns 2 lined up in a direction parallel to the tracks, and are composed of beams 3P (hereinafter referred to as "track-parallel beams") that extend in the same direction, and beams 3N (hereinafter referred to as "track-orthogonal beams") that are joined to two columns 2, 2 lined up in a direction perpendicular to the tracks, and extend in the same direction. In addition, the structural surface composed of the columns 2, 2 and the track-parallel beams 3P is called the "track-parallel structural surface," and the structural surface composed of the columns 2, 2 and the track-orthogonal beams 3N is called the "track-orthogonal structural surface."

[0030] As shown in Figs. 1 and 2, the passenger shed 1 is provided with a cover plate 5 and a viscous damper 6 as a seismic reinforcement structure.

[0031] As shown in Fig. 2(c), the cover plate 5 is attached to two surfaces parallel to the web 2a of the leg (base end) of each column 2, i.e., so that its main surface is perpendicular to the column weak axis direction. The cover plate 5 is made of a rectangular steel plate, for example SS400, with a plate thickness of 12 mm, and is fixed to the leg of the column 2 by welding or post-installed anchors. For reasons described later, the height H of the cover plate 5 is set to, for example, about 1 / 2 (for example, 120 mm) of the width of the column 2 (= 250 mm).

[0032] The viscous dampers 6 are disposed obliquely in the track parallel structural plane formed by the columns 2 and the track parallel beams 3P near each joint between the columns 2 and the track parallel beams 3P. As shown in Fig. 3, the viscous damper 6 is of a ball screw type and includes a ball screw 8, an outer cylinder 9, an inner cylinder 10, and a viscous body 11.

[0033] The ball screw 8 has a screw shaft 8a and a ball nut (neither shown) that screws onto the screw shaft 8a via a number of balls. The screw shaft 8a is attached to a first flange 12 via a universal joint 12a (see FIG. 4), and the ball nut is rotatably provided via a bearing (not shown). The outer cylinder 9 is made of a cylindrical steel material and is attached to a second flange 13 via a universal joint 13a (see FIG. 4).

[0034] The inner cylinder 10 is made of a cylindrical steel material, rotatably supported inside the outer cylinder 9 via a bearing (not shown), and connected to a ball nut. A gap of a predetermined size (about several mm) is formed between the outer cylinder 9 and the inner cylinder 10, and this gap is filled with a viscous body 11. The viscous body 11 is made of, for example, silicone oil.

[0035] In the above configuration, when a relative displacement occurs between the screw shaft 8a and the outer cylinder 9, the resulting linear motion is converted into a rotational motion of the nut by the ball screw 8, causing the inner cylinder 10 integrated with the nut to rotate. As a result, a viscous damping effect is exerted by the shear resistance of the viscous body 11 filled between the inner cylinder 10 and the outer cylinder 9.

[0036] As shown in FIG. 4, the viscous damper 6 is attached to the track parallel beam 3P via a first flange 12 and a first connecting member 15, and is attached to the column 2 via a second flange 13 and a second connecting member 16.

[0037] The first connection member 15 is made of, for example, steel, and as shown in FIG. 5, has a plate-shaped main body 15a with a substantially triangular front shape as viewed from inside the platform PF, a vertical flange 15b and an oblique flange 15c provided along the outer edge of the main body 15a, and a first mounting portion 15d and a second mounting portion 15e provided to connect the main body 15a and the flanges 15b and 15c. The first connection member 15 is fastened to the flange 3b of the track parallel beam 3P by a plurality of bolts 18 and nuts 19 via the first mounting portion 15d and a steel splice plate 17. The bolts 18 are made of, for example, high-strength bolts of F10T and M16. The viscous damper 6 is fixed to the first connection member 15 by bolts (not shown) or the like via the first flange 12 and the second mounting portion 15e of the first connection member 15.

[0038] The second connection member 16 is also made of, for example, steel, and as shown in FIG. 6, has a plate-like main body 16a with a substantially triangular front shape, a horizontal flange 16b and an oblique flange 16c provided along the outer edge of the main body 16a, and a first mounting portion 16d and a second mounting portion 16e provided to connect the main body 16a and the flanges 16b and 16c. The second connection member 16 is fastened to the web 2a of the column 2 by a plurality of bolts 21 and nuts 22 via the first mounting portion 16d and a steel splice plate 20. The bolts 21 are made of high-strength bolts, for example, F10T and M16, like the bolts 18. The viscous damper 6 is fixed to the second connection member 16 by bolts (not shown) or the like via the second flange 13 and the second mounting portion 16e of the second connection member 16.

[0039] The joint surface of the track parallel beam 3P (flange 3b) to which the first connecting member 15 and the splice plate 17 are joined, and the joint surface of the column 2 (web 2a) to which the second connecting member 16 and the splice plate 20 are joined, have been subjected to RC type scraping treatment in advance. In addition, these joint surfaces originally had a relatively thick paint film formed thereon, and during the RC type scraping treatment, this paint film is scraped off to a thickness of 100 μm or less, leaving it.

[0040] According to the above-mentioned earthquake-resistant reinforcement structure, when the passenger shed 1 vibrates during an earthquake or the like, and a relative displacement occurs between the column 2 and the track-parallel beam 3P in the direction parallel to the track near the joint between the two, this relative displacement is transmitted between the screw shaft 8a and the outer cylinder 9 of the ball screw 8, and the linear motion of the screw shaft 8a is converted into the rotational motion of the nut, causing the inner cylinder 10 integrated with the nut to rotate. As a result, a viscous damping effect is exerted by the shear resistance of the viscous material 11 filled between the inner cylinder 10 and the outer cylinder 9, and vibration of the passenger shed 1 in the direction parallel to the track (the column weak axis direction) is suppressed.

[0041] In addition, by attaching a cover plate 5 to the base of the column 2 and arranging it so that its main surface is perpendicular to the column weak axis direction, the rotational rigidity (bending rigidity) of the column base in the column weak axis direction increases, the inflection point position moves toward the center of the column, and the apparent bending strength increases, thereby utilizing the performance of the column material to its limit and improving earthquake resistance. In addition, the cover plate 5 increases the degree of fixation of the column base to the foundation, and the relative displacement between the column 2 and the track parallel beam 3P is efficiently converted into rotational motion of the ball screw 8, thereby enhancing the viscous damping effect of the viscous damper 6.

[0042] Fig. 7 shows the results of an experiment conducted to verify the reinforcing effect of such a cover plate 5, together with a comparative example. In this experiment, a column made of H-shaped steel and installed in the foundation concrete via a base plate using anchor bolts was used as the basic test specimen, and the horizontal displacement and horizontal load were measured when a predetermined alternating horizontal load was applied to the top end of the column under the following five test conditions, and the rotational rigidity and bending strength of the column were calculated from these measurement data.

[0043] Load reinforcement Condition 1: No reinforcement in the strong axis direction Condition 2: No reinforcement in the weak axis direction Condition 3: Reinforcement A in the weak axis direction (cover plate in the example) Condition 4: Reinforcement B in the weak axis direction (Reinforcement A + concrete filled in the cover plate) Condition 5: Reinforcement C in the weak axis direction (Reinforcement B + post-installed anchor) For example, the H-shaped steel that constitutes the column is 250 x 250 x 9 x 14, the thickness of the cover plate is t = 12 mm, and the height H = 600 mm.

[0044] As shown in Fig. 7(a), the rotational stiffness is smaller in condition 2, where the load is in the weak axis direction and "without reinforcement", compared to condition 1, where the load is in the strong axis direction and "without reinforcement", is equivalent in condition 3, where the load is in the weak axis direction and reinforcement A, and is larger in conditions 4 and 5, where the load is in the weak axis direction and the degree of reinforcement is higher. From this result, it can be seen that with a simple configuration in which a cover plate 5 is simply attached to the column 2 as in the embodiment, it is possible to ensure the rotational stiffness of the column 2 equivalent to that in the strong axis direction. Note that, as shown in Fig. 7(b), the maximum bending strength is slightly higher only in condition 5, and is almost constant in the other conditions 1 to 4.

[0045] Moreover, Figure 7(c) shows the relationship between the deformation angle and bending strength of the column when the cover plate heights are H = 600mm, 300mm, and 120mm under condition 3, along with the case of H = 0mm (no cover plate = condition 2). From this result, it was confirmed that if the cover plate height H is 120mm (approximately 1 / 2 the column width (250mm)), a sufficient reinforcement effect equivalent to that obtained when the height H is larger can be obtained.

[0046] Based on the above findings, in the embodiment, reinforcement A of condition 3 is adopted, and cover plates 5 are attached to two faces parallel to the web 2a of the column base (base end) so as to be perpendicular to the column weak axis direction, and their height H is set to 120 mm (approximately 1 / 2 the width (250 mm) of the column 2). This makes it possible to effectively reinforce the column 2 in the weak axis direction with a simple configuration in which two cover plates 5 are simply attached to the column base.

[0047] In addition, an RC-type scraping treatment with a paint thickness of 100 μm or less is applied to the joint surface of the track parallel beam 3P with the first connecting member 15 and the joint surface of the column 2 with the second connecting member 16, etc. By such a relatively simple scraping treatment, slippage between the members at these joint surfaces can be suppressed, and stable operation of the reinforcing structure including the viscous damper 6 can be ensured.

[0048] Figure 8 shows the results of an experiment conducted to confirm the basis for adopting this type of scraping treatment. This experiment was a "slip coefficient test," in which a tensile load was gradually applied to the base material of a test piece (two base materials arranged side by side and two splices stacked above and below the base materials so as to straddle them, fastened with multiple bolts) until slipping occurred, and the tensile load and displacement at that time were measured, and from these measurement data the slip displacement and slip load at the time slipping occurred were found, and the slip coefficient μ was calculated using the following formula.

[0049] μ = Ps / (m Ni n) Where, Ps: Slip load m: number of friction surfaces (=2) Ni: Bolt tension n: Number of bolts (=2)

[0050] The test conditions were as follows: base material PL-19 x 75 x 340, splice plate PL-12 x 75 x 290, material SS400. The bolts had a nominal diameter of M16 and two types were used: high strength bolts (F10T) and medium bolts (strength class 10.9). Other bolt tightening conditions followed the method stipulated in the "Slip coefficient test method." Furthermore, the surface of the base material to which the splice plate was joined was scraped and painted (with epoxy paint) under the following four conditions: Scraping and painting Condition 1: RB type cleaning, no coating Condition 2: RB type cleaning, paint thickness 100μm Condition 3 RC type cleaning Paint thickness 100μm Condition 4 RC type cleaning Paint thickness 500μm

[0051] The results of the above tests are shown in Figure 8. First, regarding the slip coefficient μ, for high-strength bolts, condition 1 (RB type, unpainted) and condition 3 (RC type, cleaned, 100 μm) were roughly equivalent, with condition 2 (RB type, cleaned, 100 μm) being slightly lower and condition 4 (RC type, cleaned, 500 μm) being slightly higher, but no major differences were observed. For medium-strength bolts, condition 2 and condition 3 were roughly equivalent, with condition 1 being slightly lower and condition 4 being slightly higher, but again no major differences were observed.

[0052] On the other hand, for the high-strength bolts, the slip displacement is almost the same under condition 2 and condition 3, and slightly smaller under condition 1, while condition 4 is extremely large, and the joint performance of the joint is reduced. This tendency is also seen in the medium-strength bolts. From the above, it was confirmed that condition 3 (RC type cleaning, 100 μm) can obtain the same joint performance while being easier to clean than condition 2 (RB type cleaning, no paint) and condition 3 (RB type cleaning, 100 μm). From these experimental results, in this embodiment, as described above, the RC type cleaning treatment with a paint film thickness of 100 μm or less is applied to the joint surface of the track parallel beam 3P with the first connecting member 15 and the joint surface of the column 2 with the second connecting member 16.

[0053] 9 and 10 show an example of mounting the viscous damper 6 different from that shown in FIG. 4. In this example, the viscous damper 6 is mounted obliquely to the flange 2b of the column 2 on one side near the joint between the column 2 and the track parallel beam 3P by using a second connecting member 26. The second connecting member 26 is made of, for example, a steel material, and as shown in FIG. 10, has a plate-shaped main body 26a having a substantially triangular front shape, a horizontal flange 26b and an oblique flange 26c provided along the outer edge of the main body 26a, a first mounting portion 26d and a second mounting portion 26e provided to connect the main body 26a and the flanges 26b and 26c, and a pair of mounting legs 26f and 26f extending parallel to each other from the first mounting portion 26d.

[0054] The second connection member 26 is fastened to the flanges 2b, 2b of the column 2 by a plurality of bolts 21 and nuts 22 via the mounting legs 26f, 26f and the steel splices 30. The joint surface of the second connection member 26 has been subjected to a blasting treatment in advance. In addition, the joint surface of the column 2 (flange 2b) to which the splice plate 30 is joined has been subjected to an RC-type scraping treatment with a paint film thickness of 100 μm or less in advance. In addition, similar to the second connection member 16 in FIG. 6, the viscous damper 6 is fixed to the second connection member 26 by a bolt (not shown) or the like via the second flange 13 and the second mounting portion 26e of the second connection member 26. With the above configuration, the viscous damper 6 is attached to the flange 2b of the column 2 via the second connection member 26.

[0055] 11 to 13 show an example in which viscous dampers 6 are attached horizontally on both sides near the joint between the pillar 2 and the track parallel beam 3P using first and second connection members 35, .

[0056] The first connection member 35 is made of, for example, a steel material, and as shown in Fig. 12, has a main body 35a having a rectangular plate shape elongated in the vertical direction from the front, parallel flanges 35b, 35b provided at the left and right ends of the main body 35a, a first mounting portion 35c provided at the upper edge of these flanges, and a second mounting portion 35d protruding laterally from the lower end of one of the flanges 35b, which are integrally formed. The first connection member 35 is fastened to the flange 3b of the track parallel beam 3P by a plurality of bolts 18 and nuts 19 via the first mounting portion 35c and a steel splice plate 37. The viscous damper 6 is fixed to the first connection member 35 by a bolt (not shown) or the like via the first flange 12 and the second mounting portion 35d of the first connection member 35.

[0057] The second connection member 36 is also made of, for example, a steel material, and as shown in FIG. 13, has a rectangular web-shaped main body 36a with a front shape that is long in the left-right direction, parallel flanges 36b, 36b provided at the upper and lower ends of the main body 36a, and a first mounting portion 36c and a second mounting portion 36d provided at the left and right ends of the main body 36a, which are integral with each other. The second connection member 36 is fastened to the web 2a of the column 2 by a plurality of bolts 21 and nuts 22 via the first mounting portion 36c and a steel splice plate 38. The viscous damper 6 is fixed to the second connection member 36 by a bolt (not shown) or the like via the second flange 13 and the second mounting portion 36d of the second connection member 36. With the above configuration, the viscous damper 6 is horizontally attached near the joint between the column 2 and the track parallel beam 3P using the first and second connection members 35, 36.

[0058] Fig. 14 shows an example of mounting the viscous damper 6 to the pillar 2, which is different from Fig. 13 described above. In this example, the viscous damper 6 is mounted horizontally to the flange 2b of the pillar 2 near the joint between the pillar 2 and the track parallel beam 3P, using a second connecting member 46. This second connecting member 46 is made of, for example, a steel material, and integrally includes a rectangular web-shaped main body 46a whose front shape is long in the left-right direction, trapezoidal horizontal plate parts 46b, 46b parallel to each other provided at the upper and lower ends of the main body 46a, a first mounting part 46c and a second mounting part 46d provided at the left-right ends of the main body 46a, respectively, and a pair of mounting legs 46e, 46e extending parallel to each other from the first mounting part 46c.

[0059] The second connection member 46 is fastened to the flanges 2b, 2b of the column 2 by a plurality of bolts 21 and nuts 22 via the mounting legs 46e, 46e and the steel splices 47. The joint surface of the second connection member 46 has been subjected to a blasting treatment in advance. In addition, the joint surface of the column 2 (flange 2b) to which the splice plate 47 is joined has been subjected to an RC-type scraping treatment with a paint film thickness of 100 μm or less in advance. In addition, similar to the second connection member 36 in FIG. 13, the viscous damper 6 is fixed to the second connection member 46 by a bolt (not shown) or the like via the second flange 13 and the second mounting portion 46d of the second connection member 46. With the above configuration, the viscous damper 6 is horizontally attached to the flange 2b of the column 2 via the second connection member 46.

[0060] Fig. 15 shows a second embodiment of the present invention. In the first embodiment of Fig. 1, the platform PF is provided directly on the ground G, whereas in this embodiment, the platform PF is provided on the viaduct RV above the ground G, and a passenger shed 1 is installed thereon. The viaduct RV has a floor slab placed on a rigid frame structure, and the track RW and platform PF are provided on the floor slab. As in the first embodiment, a cover plate 5 and a viscous damper 6 are provided as seismic reinforcement structures for the passenger shed 1. Therefore, according to this embodiment, it is possible to obtain the same effects as those of the first embodiment described above.

[0061] Next, with reference to Figures 16 and 17, a time history response analysis carried out to confirm the effectiveness of the seismic reinforcement of the passenger shed 1 according to the above-mentioned embodiment will be described. The conditions for this time history response analysis are as follows. First, as shown in Figure 16, the analysis model is based on the second embodiment, with the viaduct RV (viaduct structure) and the passenger shed 1 (passenger structure) each being a one-mass system model, which are connected to each other, and only one span in the column weak axis direction of the passenger shed 1 is extracted.

[0062] In Fig. 14, ML, KL and MD are the mass of the viaduct RV, the shear spring stiffness and the mass of the passenger shed 1, respectively, and are set to their respective prescribed values. The stiffness KB of the column base rotation spring was set based on the experimental results for two cases, "no reinforcement" and "reinforcement A" reinforced with a cover plate 5, and three cases, "no reinforcement", "reinforcement A" and "reinforcement A + viscous damper", were targeted for analysis. The viscous dampers 6 were assumed to be installed diagonally between the columns 2 and the track parallel beams 3P, and the number of installed viscous dampers was tentatively set to 0.8, 1 and 2.

[0063] The input earthquake motions were seismic motions that rarely occur (hereinafter referred to as "L1 earthquake motions") and seismic motions that occur extremely rarely (hereinafter referred to as "L2 earthquake motions"). The input earthquake waves used were the notified waves "Aomori Prefecture Hachinohe Phase", "Tohoku University Phase" and "Kobe Marine Meteorological Observatory (JMA Kobe) Phase". The response magnification (magnification of the horizontal displacement of the mass point of the passenger shed 1 to the horizontal displacement of the mass point of the viaduct RV) and maximum deformation (the ratio of the maximum relative displacement between the viaduct RV and passenger shed 1 to the vertical distance between the mass points of both) when these earthquake motions were input to the viaduct RV were obtained. The design conditions (allowable values) of the maximum deformation were set to 1 / 120 or less for L1 earthquake motions and 1 / 20 or less for L2 earthquake motions.

[0064] The results of the above analysis are shown in Figure 17. First, under the conditions of the same magnitude of input earthquake motion (L1 or L2) and input earthquake wave, the response magnification generally increases in the order of "no reinforcement," "reinforcement A," and "reinforcement A + viscous damper," and also increases in the order of the number of dampers 6 installed: 0.8, 1, and 2. From this, it was confirmed that the more reinforcement there is and the more dampers 6 are installed, the more the swaying (vibration) of the passenger upper shed 1 is suppressed, and better seismic performance can be obtained.

[0065] Furthermore, the maximum deformation exceeds the respective design conditions (1 / 120 or less, 1 / 20 or less) for L1 and L2 earthquake motions in the "no reinforcement" case, for L1 earthquake motion in the "reinforcement A" case, and for L1 earthquake motion in the "reinforcement A + dampers (number installed = 0.8)" case. From this, it was confirmed that at least one viscous damper 6 is required per span of the structure shown in Figure 16.

[0066] As described above, according to the embodiment of the present invention, the viscous damper 6 is provided between the column 2 and the track parallel beam 3P in the track parallel structural plane formed by the column 2 and the track parallel beam 3P, thereby suppressing vibration in the column weak axis direction of the passenger shed 1. In addition, the cover plate 5 is attached to the column base and arranged so that its main surface is perpendicular to the column weak axis direction, thereby increasing the rotational rigidity and bending strength of the column base in the weak axis direction, and reinforcing the earthquake resistance. Furthermore, the cover plate 5 increases the degree of fixation of the column base to the foundation, so that the relative displacement between the column 2 and the track parallel beam 3P is efficiently converted into the rotational motion of the ball screw 8, and the viscous damping effect of the viscous damper 6 is enhanced. As described above, the earthquake resistance of the passenger shed 1 in the column weak axis direction can be effectively and easily reinforced.

[0067] In addition, the height of the cover plate 5 is set to approximately half the width of the column 2, which corresponds to the size at which the reinforcing effect reaches its peak, so that the reinforcing effect of the column base can be efficiently obtained using a cover plate of minimum size.

[0068] Furthermore, since the viscous damper 6 is mechanically attached to the track parallel beam 3P and the web 2a and flange 2b of the column 2 via the first and second connecting members 15, 16, etc., it is possible to reliably avoid adverse effects on the wiring of the electrical equipment due to welding work, etc.

[0069] In addition, the joint surfaces of the track parallel beams 3P and the columns 2, to which the first and second connecting members 15, 16 etc. are joined, are subjected to an RC type scraping treatment with a paint film thickness of 100 μm or less, so that the joint performance required of these joints can be efficiently obtained with a relatively simple scraping treatment and a minimum paint film thickness.

[0070] The present invention is not limited to the embodiments described above, and can be implemented in various forms. For example, the viscous dampers 6 are arranged in pairs on both sides of the column 2 in the examples shown in Fig. 4 and Fig. 11, and arranged only on one side of the column 2 in the example shown in Fig. 9, but the analysis results shown in Fig. 17 show that it is sufficient to arrange the viscous dampers on at least one side of the column 2.

[0071] In addition, the viscous damper 6 in the embodiment is of a ball screw type, but is not limited to this, and the viscous damper may have any type or configuration as long as it damps and suppresses input vibrations by the viscous damping effect of a viscous body. In addition, not only the viscous damper but also the configurations of the first connecting member and the second connecting member are merely examples and may be changed as appropriate. In addition, the detailed configurations may be changed as appropriate within the scope of the spirit of the present invention. [Explanation of symbols]

[0072] 1 Passenger home 2 Pillars 2a Column web 2b Column flange 3 beams 3P track parallel beam (beam) 4. Roof 5 Cover Plate 6 Viscous damper (damper) 8. Ball screw 9 Outer cylinder 10 Inner cylinder 11 Viscous body 15 First connecting member (connecting member) 16 Second connecting member (connecting member) 21 Volts 26 Second connecting member (connecting member) 35 First connecting member (connecting member) 36 Second connecting member (connecting member) 46 Second connecting member (connecting member) PF Platform (foundation) RW Track H Cover plate height rv viaduct

Claims

1. A seismic reinforcement structure for a passenger overhead shed for reinforcing the seismic resistance of a passenger overhead shed adjacent to a railway line, the structure comprising: a plurality of columns made of H-shaped steel and erected on a foundation; a plurality of beams joined to the plurality of columns; and a roof placed on the plurality of beams. The pillars are arranged so that their weak axis directions are parallel to the rail tracks, A viscous damper is provided between the column and the beam in a structural plane formed by the column and the beam extending in the minor axis direction, and suppresses vibration by a viscous damping effect; A seismic reinforcement structure for passenger premises, comprising a cover plate attached to the base of the column so that its main surface is perpendicular to the weak axis direction.

2. The earthquake-resistant reinforcement structure for a passenger shed according to claim 1, characterized in that the cover plate is formed in a rectangular shape and has a height set to approximately 1 / 2 the width of the column.

3. The earthquake-resistant reinforcement structure for a passenger shed described in claim 1 or 2, characterized in that the viscous damper comprises a ball screw that rotates by transmitting relative displacement between the column and the beam, an inner tube and an outer tube that are radially opposed to each other and driven to rotate relatively by the ball screw, and a viscous body filled between the inner tube and the outer tube.

4. The earthquake-resistant reinforcement structure for a passenger shed described in any one of claims 1 to 3, characterized in that the viscous damper is attached to the column and the beam via a connecting member.

5. The earthquake-resistant reinforcement structure for a passenger shed as described in claim 4, characterized in that the connecting member is joined to the web of the column and fastened by a bolt.

6. The earthquake-resistant reinforcement structure for a passenger shed as described in claim 4, characterized in that the connecting member is joined to the flange of the column and fastened by a bolt.

7. The earthquake-resistant reinforcement structure for passenger sheds described in claim 5 or 6, characterized in that an RC type scraping treatment having a paint film thickness of 100 μm or less is applied to at least one of the joint surfaces of the column and the beam to which the connecting member is joined.

8. The earthquake-resistant reinforcement structure for a passenger shed described in any one of claims 1 to 7, characterized in that the passenger shed is installed on an elevated bridge.

Images