Long-span sea-crossing pipe gallery structure and stability detection method thereof

Abstract

The application discloses a long-span sea-crossing pipe gallery structure, which comprises a sea-crossing pipe gallery body, an installation groove is formed in the inner top surface of the sea-crossing pipe gallery body, and a stabilizing assembly is arranged on the sea-crossing pipe gallery body. The stabilizing assembly comprises two connecting rods, a plurality of prestressed tendons are fixedly arranged between the interiors of the two connecting rods, and a limiting sleeve is threadedly arranged on the two ends of the prestressed tendons. The impact force of seawater on the sea-crossing pipe gallery body can be effectively reduced through the protective sleeve, the wind barrier and the wind deflector. The stability between the two connecting rods is further increased through the action of the plurality of prestressed tendons, the anti-floating piles and the reinforcing plates. In order to prevent the sea-crossing pipe gallery body from deviating, the angle of the sea-crossing pipe gallery body is measured through a laser range finder and an inclinometer. When the position deviates, a signal is transmitted to a control system, the signal is transmitted to an alarm by the control system, and alarm information is sent outwards.

Description

[0001] This invention relates to the field of cross-sea utility tunnel technology, specifically to a long-span cross-sea utility tunnel structure and its stability testing method. Background Technology

[0002] Long-span transoceanic utility tunnels are a type of underwater tunnel, a common mode of transportation connecting two landmasses across the sea. They typically consist of specially designed and constructed tunnels capable of carrying roads, railways, or pipelines supplying water, electricity, and gas. The design and construction of underwater tunnels must consider numerous factors, including seabed geological conditions, the underwater environment, and marine ecological protection, to ensure structural stability and safety. Undersea tunnels can significantly shorten the distance between landmasses, providing more convenient transportation and infrastructure services. In practical applications, underwater tunnels are already widely used in areas requiring crossing straits or bays.

[0003] In the existing technology, since long-span cross-sea pipeline structures are built on the seabed, the stability requirements for long-span cross-sea pipeline structures are relatively high. The existing pipelines are mostly supported by two load-bearing columns directly between two points, resulting in insufficient load-bearing capacity between the two points of the pipeline and thus insufficient stability of the cross-sea pipeline.

[0004] Therefore, we propose a method for detecting the stability of long-span cross-sea utility tunnel structures to address the problems mentioned above. Summary of the Invention

[0005] The purpose of this invention is to provide a long-span cross-sea utility tunnel structure and a method for detecting its stability, so as to solve the problems mentioned in the background art.

[0006] To achieve the above objectives, the present invention provides the following technical solution: a long-span cross-sea utility tunnel structure, comprising: a cross-sea utility tunnel body, wherein an installation groove is formed on the inner top surface of the cross-sea utility tunnel body; a stabilizing component, wherein the stabilizing component includes two connecting rods, wherein multiple prestressing tendons are fixedly embedded between the two connecting rods, and both ends of the multiple prestressing tendons are threaded with limiting sleeves; multiple anti-buoyancy piles are fixedly fixed to the bottom of the two connecting rods; a reinforcing plate is fixedly installed between the bottom of the two connecting rods, and multiple ground nails are provided at the bottom of the reinforcing plate; and the two... The top of the connecting rod is provided with a shock-absorbing pad, and the top components of the two shock-absorbing pads are fixed with protective sleeves. The outer surface of the protective sleeve is provided with a wind deflector, and the outer surface of the wind deflector has multiple recessed holes. Wind barriers are fixedly installed between the tops of the two connecting rods near the two side edges. A laser rangefinder is provided near the center of the outer surface of the wind deflector. An inclinometer is provided near one side edge of the outer surface of the wind deflector. A control system is provided near the other side edge of the outer surface of the wind deflector. An alarm is provided near the center of the top of the wind deflector.

[0007] Preferably, the bottom of the cross-sea utility tunnel body is fixedly connected to the top of the two shock-absorbing pads, and the inner wall of the protective sleeve is fixedly connected to the outer surface of the cross-sea utility tunnel body.

[0008] Preferably, each of the two inner walls of the cross-sea utility tunnel body is provided with anti-collision components, and each of the two anti-collision components includes a fixing block. The outer surface of one side of each of the two fixing blocks is fixedly connected to the inner wall of the cross-sea utility tunnel body.

[0009] Preferably, multiple dampers are fixed to the outer surface of each of the two fixed blocks on the other side, and springs are provided on the outer surface of each of the multiple dampers.

[0010] Preferably, the plurality of dampers are divided into two groups, and a movable plate is fixedly connected between the outer surfaces of each group of dampers. The plurality of springs are divided into two groups, and one end of each group of springs is fixedly connected to the other outer surface of two fixed blocks.

[0011] Preferably, the other end of each set of springs is fixedly connected to one side of the outer surface of the two movable plates, and the other side of the outer surface of the two movable plates is provided with a soft pad.

[0012] Preferably, the installation groove is provided with an adsorption component, which includes a fixing frame. The outer surface of the fixing frame is fixedly connected to the inner wall of the installation groove, and an adsorption plate is provided on the inner wall of the fixing frame near the bottom.

[0013] Preferably, a protective box is fixedly embedded inside the frame near the center, and a drain plate is fixedly connected inside the frame near the top, with an absorbent provided on the top of the drain plate.

[0014] A method for stability testing of long-span cross-sea utility tunnel structures includes the following steps:

[0015] S1. The stability of the cross-sea utility tunnel is increased by the protective sleeve, and the impact of seawater on the cross-sea utility tunnel is reduced by two wind barriers. When encountering strong winds, the wind deflector first blocks the strong wind, and then the contact surface between the strong wind and the wind deflector is increased by multiple concave holes. The stability between the two connecting rods is increased by multiple prestressed tendons. The limiting sleeves limit the multiple prestressed tendons to be firmly embedded in the connecting rods. Then, the impact of seawater buoyancy on the cross-sea utility tunnel is reduced by multiple anti-buoyancy piles. The reinforcement plate further limits the two connecting rods. The tunnel is connected to external fixed objects by multiple ground nails.

[0016] S2. The distance between the laser rangefinder and the fixed reference object in the outside world is measured. Then, the orientation of the cross-sea pipeline is measured by the inclinometer. When the position of the cross-sea pipeline is deviated, the laser rangefinder and the inclinometer will detect the change in the position of the cross-sea pipeline and transmit the signal to the control system. The control system will then transmit the signal to the alarm and send out an alarm message.

[0017] S3. When the interior of the cross-sea utility tunnel is impacted by the outside, it first comes into contact with the outer surface of the soft pad. The impact force causes the movable plate to move towards the fixed block, which in turn compresses multiple springs. The multiple springs then extend under their own elastic force, giving the movable plate an outward force, thereby reducing the impact of the external impact force on the fixed block.

[0018] S4. When the exhaust gas emitted by the car remains inside the pipe gallery, some of the harmful gases are first adsorbed by the adsorption plate. Then, the gas enters the interior of the protective box through the leaks on the surface of the adsorption plate. The copper oxide crystals inside the protective box react with the hydrogen sulfide in the gas, and the hydrogen sulfide gas is oxidized and decomposed into harmless gas. The remaining gas continues to move upward and reacts with calcium hydroxide, converting the sulfur dioxide in the gas into harmless substances.

[0019] Compared with the prior art, the beneficial effects of the present invention are:

[0020] 1. The protective sleeve, wind barrier, and wind deflector can effectively reduce the impact of seawater on the cross-sea utility tunnel. The stability between the two connecting rods is further increased by the action of multiple prestressed tendons, anti-buoyancy piles, and reinforcing plates. In order to prevent the cross-sea utility tunnel from shifting, the angle of the cross-sea utility tunnel is measured by a laser rangefinder and an inclinometer. When the position shifts, the signal is transmitted to the control system, which then transmits the signal to the alarm and sends out an alarm message. Through the action of the stabilizing components, the problem of low stability of the cross-sea utility tunnel caused by insufficient two-point load-bearing capacity in the existing technology is solved.

[0021] 2. When the interior of the cross-sea utility tunnel is impacted by external forces, it first comes into contact with the outer surface of the soft pad, which then compresses multiple springs. The multiple springs and the soft pad rebound under their own elastic force, which reduces the impact of the external impact force on the fixed block, thereby reducing the impact force on the cross-sea utility tunnel and preventing external impacts from reducing the stability of the long-span cross-sea utility tunnel structure.

[0022] 3. When the exhaust gas from the car remains inside the pipe gallery, some of the harmful gases are first adsorbed by the adsorption plate. The remaining gas reacts with the hydrogen sulfide in the gas through the copper oxide crystals inside the protective box, and then reacts with calcium hydroxide. Through the layer-by-layer treatment of the car exhaust gas, the harmful gases in the pipe gallery are converted into harmless gases, effectively preventing the exhaust gas from remaining in the pipe gallery for a long time and causing fires that could damage the stability of the pipe gallery. Attached Figure Description

[0023] Figure 1 This is a front perspective view of a long-span cross-sea utility tunnel structure according to the present invention;

[0024] Figure 2 This is a side perspective view of a long-span cross-sea utility tunnel structure according to the present invention;

[0025] Figure 3 This is a perspective view of a stabilizing component part of a long-span cross-sea utility tunnel structure according to the present invention.

[0026] Figure 4 This is a perspective view of the connecting rod portion of a long-span cross-sea utility tunnel structure according to the present invention;

[0027] Figure 5 This is a perspective view of a collision protection component part of a long-span cross-sea utility tunnel structure according to the present invention;

[0028] Figure 6 This is a perspective view of the main body of a long-span cross-sea utility tunnel structure according to the present invention.

[0029] Figure 7 This is a three-dimensional view of the adsorption component of a long-span cross-sea utility tunnel structure according to the present invention.

[0030] Figure 8 This is a three-dimensional view of the prestressed tendon portion of a long-span cross-sea utility tunnel structure according to the present invention.

[0031] In the picture:

[0032] 1. Cross-sea utility tunnel body; 2. Installation groove; 3. Stabilizing components; 301. Connecting rod; 302. Prestressed tendon; 303. Limiting sleeve; 304. Anti-buoyancy pile; 305. Reinforcing plate; 306. Ground nail; 307. Vibration damping pad; 308. Protective sleeve; 309. Windbreak plate; 310. Recessed hole; 311. Wind barrier; 312. Laser rangefinder; 313. Inclinometer; 314. Control system; 315. Alarm; 4. Collision protection components; 401. Fixing block; 402. Damper; 403. Spring; 404. Movable plate; 405. Soft pad; 5. Adsorption components; 501. Fixing frame; 502. Adsorption plate; 503. Protective box; 504. Slotted plate; 505. Absorbent. Detailed Implementation

[0033] The technical solutions of the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of the present invention, and not all embodiments. Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of the present invention.

[0034] Reference Figure 1-8 As shown: A long-span cross-sea utility tunnel structure includes: a cross-sea utility tunnel body 1, with an installation groove 2 on the inner top surface of the cross-sea utility tunnel body 1; a stabilizing component 3, which includes two connecting rods 301, with multiple prestressed tendons 302 fixedly embedded between the two connecting rods 301, and limiting sleeves 303 threaded onto both ends of the multiple prestressed tendons 302; multiple anti-buoyancy piles 304 fixed to the bottom of each of the two connecting rods 301; a reinforcing plate 305 fixedly installed between the bottom of the two connecting rods 301, with multiple ground nails 306 at the bottom of the reinforcing plate 305; and a shock-absorbing pad at the top of the two connecting rods 301. 307, the top components of the two shock-absorbing pads 307 are fixed with protective sleeves 308, the outer surface of the protective sleeves 308 is provided with a wind deflector 309, the outer surface of the wind deflector 309 is provided with multiple recesses 310, wind barriers 311 are fixedly installed between the tops of the two connecting rods 301 near the two side edges, a laser rangefinder 312 is provided near the center of the outer surface of the wind deflector 309, an inclinometer 313 is provided near one side edge of the outer surface of the wind deflector 309, a control system 314 is provided near the other side edge of the outer surface of the wind deflector 309, and an alarm 315 is provided near the center of the top of the wind deflector 309.

[0035] like Figure 1-4 As shown, the bottom of the cross-sea utility tunnel body 1 is fixedly connected to the top of two shock-absorbing pads 307, and the inner wall of the protective sleeve 308 is fixedly connected to the outer surface of the cross-sea utility tunnel body 1. The fixing between the shock-absorbing pads 307 and the cross-sea utility tunnel body 1 improves the pressure resistance of the cross-sea utility tunnel body 1. When a vehicle passes through the tunnel and causes vibration, the shock-absorbing pads 307 can play a certain buffering role. The shock-absorbing pads 307 are composed of rubber vibration isolation pads, steel plates and anchoring devices. The elastic deformation and friction energy dissipation mechanism of the rubber vibration isolation pads protect the cross-sea utility tunnel body 1. The protective sleeve 308 can effectively prevent the impact of sea waves from damaging the cross-sea utility tunnel body 1. The protective sleeve 308 is a steel reinforcement structure component with strong strength.

[0036] like Figure 1 and Figure 5As shown, anti-collision components 4 are provided on the relative inner walls of the cross-sea pipeline tunnel body 1. Each anti-collision component 4 includes a fixing block 401. The outer surface of one side of each fixing block 401 is fixedly connected to the relative inner wall of the cross-sea pipeline tunnel body 1. Through the action of the anti-collision components 4, it can prevent vehicles from hitting the inner wall of the cross-sea pipeline tunnel body 1 and causing damage to the inner wall of the cross-sea pipeline tunnel body 1, thus preventing endangering people's personal safety. The function of the two fixing blocks 401 is to facilitate the installation of shock absorption equipment.

[0037] like Figure 5 As shown, multiple dampers 402 are fixed on the outer surface of the other side of the two fixed blocks 401. Springs 403 are provided on the outer surface of the multiple dampers 402. Through the setting of dampers 402 and springs 403, the anti-collision component 4 has a certain elasticity. Through the rebound action of springs 403, the impact force of external impact on the cross-sea pipeline body 1 can be effectively reduced.

[0038] like Figure 5 As shown, multiple dampers 402 are divided into two groups, and a movable plate 404 is fixedly connected between the outer surfaces of each group of dampers 402. Multiple springs 403 are divided into two groups, and one end of each group of springs 403 is fixedly connected to the other outer surface of two fixed blocks 401. The movable plate 404 facilitates the limiting of the dampers 402 and springs 403, so that their horizontal position remains stable during operation.

[0039] like Figure 5 As shown, the other end of each set of springs 403 is fixedly connected to one side of the outer surface of two movable plates 404. The other side of the outer surface of the two movable plates 404 is provided with a soft pad 405. The fixation between the spring 403 and the movable plate 404 further increases the stability of the spring 403. The addition of the soft pad 405 effectively reduces the impact force on the vehicle during the collision. The soft pad 405 is made of sponge material, which is relatively soft and can play a certain buffering role when the vehicle is hit, thereby reducing the casualties caused by the vehicle collision.

[0040] like Figure 7 As shown, the installation groove 2 is equipped with an adsorption component 5. The adsorption component 5 includes a fixing frame 501. The outer surface of the fixing frame 501 is fixedly connected to the inner wall of the installation groove 2. An adsorption plate 502 is provided on the inner wall of the fixing frame 501 near the bottom. Through the adsorption component 5, harmful gases generated by vehicles running in the cross-sea pipeline tunnel body 1 can be absorbed. Since some of the exhaust gases from vehicles are flammable, they can cause certain damage to the stability of the cross-sea pipeline tunnel body 1. The installation groove 2 facilitates the installation and fixing of the adsorption component 5. The adsorption plate 502 is made of activated carbon and can absorb dust and harmful gases generated in the cross-sea pipeline tunnel body 1.

[0041] like Figure 7 As shown, a protective box 503 is fixedly embedded in the interior of the fixing frame 501 near the center. A perforated plate 504 is fixedly connected to the interior of the fixing frame 501 near the top. An absorbent 505 is placed on the top of the perforated plate 504. The protective box 503 contains copper oxide crystals, which can oxidize and decompose harmful gases such as hydrogen sulfide in the pipe gallery. The protective box 503 is a protective box with small holes. The perforated plate 504 facilitates the placement of the absorbent 505. The absorbent 505 is calcium hydroxide powder, which can absorb sulfur dioxide in the cross-sea pipe gallery body 1 and convert it into a harmless substance.

[0042] A method for stability testing of long-span cross-sea utility tunnel structures includes the following steps:

[0043] S1. The stability of the cross-sea pipeline body 1 is increased by the protective sleeve 308, and the impact of seawater on the cross-sea pipeline body 1 is reduced by the two wind barriers 311. When encountering strong winds, the strong winds are first blocked by the wind deflector 309, and then the contact surface between the strong winds and the wind deflector 309 is increased by multiple concave holes 310. The stability between the two connecting rods 301 is increased by multiple prestressed tendons 302. The limiting sleeves 303 limit the multiple prestressed tendons 302 to be firmly embedded in the connecting rods 301. Then, the influence of seawater buoyancy on the cross-sea pipeline body 1 is reduced by multiple anti-buoyancy piles 304. The reinforcing plate 305 further limits the two connecting rods 301. It is connected to external fixed objects by multiple ground nails 306.

[0044] S2. The distance between the laser rangefinder 312 and the fixed reference object in the outside world is measured. Then, the orientation of the cross-sea pipeline body 1 is measured by the inclinometer 313. When the position of the cross-sea pipeline body 1 is deviated, the laser rangefinder 312 and the inclinometer 313 will detect the change in the position of the cross-sea pipeline body 1 and transmit the signal to the control system 314. The control system 314 will then transmit the signal to the alarm 315 and send out an alarm message.

[0045] S3. When the interior of the cross-sea utility tunnel body 1 is impacted by the outside, it first comes into contact with the outer surface of the soft pad 405. Under the influence of the external impact force, the movable plate 404 moves towards the fixed block 401, which drives multiple springs 403 to compress. The multiple springs 403 then extend under their own elastic force, giving the movable plate 404 an outward force, thereby reducing the impact of the external impact force on the fixed block 401.

[0046] S4. When the exhaust gas emitted by the car remains inside the pipe gallery, some of the harmful gases are first adsorbed by the adsorption plate 502. Then, the gas enters the interior of the protective box 503 through the leakage holes on the surface of the adsorption plate 502. The copper oxide crystals inside the protective box 503 react with the hydrogen sulfide in the gas, and the hydrogen sulfide gas is oxidized and decomposed into harmless gas. The remaining gas continues to move upward and reacts with calcium hydroxide, converting the sulfur dioxide in the gas into harmless substances.

[0047] In this invention, to increase the stability of the long-span cross-sea utility tunnel structure, the protective sleeve 308 effectively increases the stability of the tunnel body 1 and reduces the impact of seawater and waves on it. The two wind barriers 311 further reduce the impact of seawater on the tunnel body 1. When encountering strong winds, the wind deflector 309 first blocks the wind, and then the multiple recesses 310 increase the contact area between the strong wind and the wind deflector 309, thereby reducing the impact of strong winds on the tunnel body 1. The shock-absorbing pad 307 provides the tunnel with a certain degree of impact resistance. To improve the load-bearing capacity between two long spans in the main body 1 of the cross-sea utility tunnel, the stability between the two connecting rods 301 is increased by welding multiple prestressed tendons 302. Multiple limiting sleeves 303 securely embed the prestressed tendons 302 within the connecting rods 301. Multiple anti-buoyancy piles 304 reduce the impact of seawater buoyancy on the main body 1 of the cross-sea utility tunnel. Further limiting by reinforcing plates 305 further increases the stability between the two connecting rods 301, thereby improving the stability and resistance to external impacts of the main body 1 of the cross-sea utility tunnel. For example, Figure 2As shown, the stability of the reinforcement plate 305 is further improved by connecting multiple ground anchors 306 to external fixed objects. To prevent the cross-sea pipeline body 1 from shifting its position in seawater over a long period, the distance between the laser rangefinder 312 and the external fixed reference object is first measured, and then the orientation of the cross-sea pipeline body 1 is measured by the inclinometer 313. When the position of the cross-sea pipeline body 1 shifts, the laser rangefinder 312 and the inclinometer 313 will detect the change in the position of the cross-sea pipeline body 1 and transmit the signal to the control system 314, which will then transmit the signal to the control system 314. The alarm 315 is sent to the outside world to alert the outside world of a potential safety hazard in the main body of the undersea utility tunnel 1. The control system 314 is electrically connected to the alarm 315, the inclinometer 313, and the laser rangefinder 312. The inclinometer 313 is a QD-50 model with CCS certification. Since a portion of the main body of the undersea utility tunnel 1 is exposed above the sea surface, the alarm 315 and other components are installed on top of the windbreak 309. When the interior of the main body of the undersea utility tunnel 1 is impacted by external forces, it first contacts the outer surface of the soft pad 405, which has a certain degree of resilience. This reduces some of the impact force. Under the influence of external impact, the movable plate 404 moves towards the fixed block 401, causing multiple springs 403 to compress. The springs 403 then extend under their own elasticity, giving the movable plate 404 an outward force. This reduces the impact of external impact on the fixed block 401, thereby reducing the impact on the main body of the cross-sea pipeline 1 and preventing external impacts from reducing the stability of the long-span cross-sea pipeline structure. When exhaust fumes from vehicles remain inside the pipeline, some of the harmful gases are first adsorbed by the adsorption plate 502. 02 is made of activated carbon. The gas then enters the interior of the protective box 503 through the perforations on the surface of the adsorption plate 502. The copper oxide crystals inside the protective box 503 react with the hydrogen sulfide in the gas, and the hydrogen sulfide is oxidized and decomposed into harmless gas. The remaining gas continues to move upward and reacts with calcium hydroxide, converting the sulfur dioxide in the gas into harmless substances. Through the layer-by-layer treatment of automobile exhaust, the harmful gases in the pipe corridor are converted into harmless gases, effectively preventing the long-term retention of automobile exhaust gas in the pipe corridor, which could cause fires and damage the stability of the pipe corridor.

[0048] Although the present invention has been described in detail with reference to the foregoing embodiments, those skilled in the art can still modify the technical solutions described in the foregoing embodiments or make equivalent substitutions for some of the technical features. Any modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of the present invention should be included within the protection scope of the present invention.

Claims

1. A long-span cross-sea utility tunnel structure, characterized in that, include: The cross-sea utility tunnel body (1) has an installation groove (2) on its inner top surface. A stabilizing component (3) includes two connecting rods (301). Multiple prestressed tendons (302) are fixedly embedded between the two connecting rods (301). Limiting sleeves (303) are threaded onto both ends of each prestressed tendon (302). Multiple anti-buoyancy piles (304) are fixed to the bottom of each of the two connecting rods (301). A reinforcing plate (305) is fixedly installed between the bottoms of the two connecting rods (301). Multiple ground nails (306) are provided at the bottom of the reinforcing plate (305). Shock-absorbing pads (307) are provided at the top of the two connecting rods (301). Anti-buoyancy components are fixed to the top of the two shock-absorbing pads (307). A protective sleeve (308) is provided with a wind deflector (309) on its outer surface. The wind deflector (309) has multiple recesses (310) on its outer surface. Wind barriers (311) are fixedly installed between the tops of the two connecting rods (301) near the two side edges. A laser rangefinder (312) is provided near the center of the outer surface of the wind deflector (309). An inclinometer (313) is provided near one side edge of the outer surface of the wind deflector (309). A control system (314) is provided near the other side edge of the outer surface of the wind deflector (309). An alarm (315) is provided near the center of the top of the wind deflector (309). The bottom of the cross-sea tunnel body (1) is fixedly connected to the top of the two shock-absorbing pads (307), and the inner wall of the protective sleeve (308) is fixedly connected to the outer surface of the cross-sea tunnel body (1). The two anti-collision components (4) are provided on the opposite inner walls of the cross-sea pipeline body (1). Each of the two anti-collision components (4) includes a fixing block (401). The outer surface of one side of each of the two fixing blocks (401) is fixedly connected to the opposite inner wall of the cross-sea pipeline body (1). Multiple dampers (402) are fixed on the outer surface of the other side of the two fixed blocks (401), and springs (403) are provided on the outer surface of the multiple dampers (402). The multiple dampers (402) are divided into two groups, and a movable plate (404) is fixedly connected between the outer surfaces of each group of dampers (402). The multiple springs (403) are divided into two groups, and one end of each group of springs (403) is fixedly connected to the other outer surface of two fixed blocks (401). The other end of each set of springs (403) is fixedly connected to one side of the outer surface of the two movable plates (404), and the other side of the outer surface of the two movable plates (404) is provided with a soft pad (405).

2. The long-span cross-sea utility tunnel structure according to claim 1, characterized in that: The installation groove (2) is provided with an adsorption component (5), which includes a fixing frame (501). The outer surface of the fixing frame (501) is fixedly connected to the inner wall of the installation groove (2), and an adsorption plate (502) is provided on the inner wall of the fixing frame (501) near the bottom.

3. The long-span cross-sea utility tunnel structure according to claim 2, characterized in that: A protective box (503) is fixedly embedded inside the fixed frame (501) near the center, and a drain plate (504) is fixedly connected inside the fixed frame (501) near the top. An absorbent (505) is provided on the top of the drain plate (504).

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