Experimental Study on the Mechanical Behavior of Laminated-Rubber Bearing-Concrete Interface
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摘要:
我国中小跨径公路梁式桥中的板式橡胶支座通常处于梁底钢板与墩台混凝土垫石之间，且相关规范指出支座可在钢板界面发生相对滑动，但在特定条件下滑移更易发生于支座与混凝土垫石界面. 为探究该界面的力学行为，开展8 MPa低压、10 MPa均压及12 MPa高压下的往复压剪试验，揭示支座三阶段变形破坏机制，建立鼓凸破坏判据，量化剪切模量及摩擦系数的演化规律，并建立摩擦系数衰减模型. 结果表明：橡胶支座滞回曲线呈现平行四边形伴随内部月牙形突变环的特征；支座-混凝土界面发生双向损伤转移，橡胶保护层鼓凸，混凝土板附着橡胶碎屑；在滑动摩擦阶段，剪切模量随面压增大而降低，且始终低于规范动剪切模量
1200 kPa；界面摩擦系数低于规范建议值0.25及0.30，并与面压呈负相关. 建议在实际工程中将支座面压控制在10 MPa以下，以规避摩擦系数骤降与鼓凸风险，所建模型可为中小跨径桥梁抗震设计提供参考.Abstract:In small-to-medium span highway girder bridges in China, laminated-rubber bearings are typically positioned between the steel plate at the beam bottom and the concrete padstone on the pier/abutment. While relevant specifications indicate that relative sliding can occur at the bearing-steel plate interface, under certain conditions, sliding is more prone to occur at the bearing-concrete padstone interface. To investigate the mechanical behavior of this interface, reciprocating compression-shear tests were conducted under three levels of contact pressure: low (8 MPa), medium (10 MPa), and high (12 MPa). A three-phase deformation and failure mechanism was revealed, a bulging failure criterion was established, the evolution laws of the shear modulus and friction coefficient were quantified, and a friction coefficient attenuation model was developed. The results show that the bearing hysteresis curves are characterized by a parallelogram shape with internal crescent-shaped abrupt loops. Bidirectional damage transfer occurs at the bearing-concrete interface, evidenced by bulging of the rubber cover layer on the bearing and the presence of rubber debris adhered to the concrete surface. In the sliding friction stage, the shear modulus decreases with increasing contact pressure and consistently remains below the code-specified dynamic shear modulus of
1200 kPa. The interface friction coefficient, measured to be below the code-suggested values of 0.25 and 0.30, exhibits a negative correlation with the contact pressure. It is recommended to control the bearing contact pressure below 10 MPa in practical engineering to avoid the risks of a sudden drop in the friction coefficient and bulging failure. The proposed models can provide a reference for the seismic design of small-to-medium span bridges. -
图 2 整个加载阶段支座试件滞回曲线（σ变化, v = 10 mm/s）
Figure 2. Hysteresis curves of bearing specimens during the entire loading stage （varying σ, v = 10 mm/s）
图 3 各加载阶段支座试件力-位移曲线 （σ = 10 MPa, v = 10 mm/s）
Figure 3. Force–displacement curves of bearing specimens at each loading stage （σ = 10 MPa, v = 10 mm/s）
图 4 支座试件及摩擦界面变形状态
Figure 4. Deformation status of bearing specimen and friction interface
图 7 支座位移响应随加载ESS的变化（不同σ与v）
Figure 7. Variation of bearing displacement responses with loading ESS （under different σ and v）
图 8 支座力响应随加载ESS的变化（不同σ与v）
Figure 8. Variation of bearing force responses with loading ESS （under different σ and v）
图 9 支座刚度响应随加载ESS的变化（不同σ与v）
Figure 9. Variation of bearing stiffness responses with loading ESS （under different σ and v）
图 10 支座摩擦响应随加载ESS的变化（不同σ与v）
Figure 10. Variation of bearing friction responses with loading ESS （under different σ and v）
表 1 支座试件剪切位移及滑动位移
Table 1. Shear and sliding displacements of bearing specimens
竖向
支座面压水平加载速率/（mm/s−1） 剪切位移/（mm） 滑动位移/（mm） ESS = 200% ESS = 250% ESS = 200% ESS = 250% 8 MPa
（低压）1 98.69 79.41 2.95 47.69 2 98.31 85.58 4.03 42.20 5 97.92 91.75 5.11 36.71 10 93.27 75.42 10.34 53.54 10 MPa
（均压）1 96.61 77.65 5.07 49.43 2 98.22 74.95 4.07 52.84 5 99.84 72.25 3.07 56.25 10 99.94 99.94 3.49 29.04 12 MPa
（高压）1 94.52 75.88 7.18 51.16 2 95.97 84.72 6.36 43.04 5 97.42 93.55 5.53 34.91 10 98.57 93.13 4.84 35.79 
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表 2 支座试件剪切变形阶段剪切模量
Table 2. Shear modulus of bearing specimens during shear deformation stage
kPa ESS/% 8 MPa （低压） 10 MPa （均压） 12 MPa （高压） 25 623 794 730 50 609 729 664 75 599 682 633 100 602 675 620 150 664 677 644 注：剪切模量为4类加载速率下的平均值.
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