Self-adapting structural system for tunnel crossing active fault

Abstract

The application discloses a kind of tunnel crossing active fault adaptive structure system, including tunnel structure, safety space, track system and adaptive support system;When active fault dislocation, the surrounding rock that moves downward is footwall surrounding rock, safety space is provided between track system and the tunnel structure arranged in footwall surrounding rock, adaptive support system is arranged in safety space;Adaptive support system includes gear device arranged in the both sides of track system, gear device is connected with tunnel structure and track system;After active fault dislocation, footwall surrounding rock moves downward, hangingwall surrounding rock supports track system upward, track system moves upward relative to footwall surrounding rock, gear device has brake function, provides vertical support force for track system arranged in footwall surrounding rock tunnel structure, keeps the vertical direction position of track system unchanged.The application can realize adaptive adjustment function according to fault dislocation, maintain the flatness of track system in longitudinal direction, make fault dislocation amount distribute reasonably in tunnel section.

Description

Technical Field

[0001] This invention relates to the field of tunnel construction technology, and in particular to an adaptive structural system for tunnels crossing active faults. Background Technology

[0002] Fault displacement can cause tunnel cracks, excessive deformation, and even damage, severely impacting the safety of the tunnel structure and its subsequent safe operation. Therefore, designing necessary anti-fault structural systems to enhance the tunnel's resistance to fault displacement is crucial when tunnels pass through active faults.

[0003] The main methods and drawbacks of existing technologies for tunneling through active faults are as follows:

[0004] First, avoid faults whenever possible. After preliminary geological surveys, tunnel routes should be selected to avoid these faults as much as possible (Song Yuxiang, Liu Yong, eds. Tunnel Engineering. Beijing: China Architecture & Building Press. 2018: 34-36.). However, due to geographical limitations, this approach is only applicable to some engineering projects.

[0005] Second, the rigidity of the tunnel itself can be strengthened through rigid protection measures (e.g., increasing the strength of materials, anchor spraying support, etc.) to resist the additional loads imposed on the structure by fault displacement (Deng Zhongfu. Design parameters and safety analysis of segmental tunnels under fault displacement [J]. Western Transportation Science and Technology, 2021, No.162(01):126-130.). However, this method will greatly increase the construction cost, and practice has proven that this method is not very effective.

[0006] Third, flexible connection sections can be constructed. Near fault lines, tunnels can utilize more flexible materials or structures to allow them to deform with the fault's movement, thereby reducing the additional internal forces generated by the fault's movement (Li Guoliang, Zhang Jing, Liu Guoqing, et al. Connection structure for tunnels crossing active faults [P]. Shaanxi Province: CN111810189B, 2022-03-18.). However, this method is subject to significant deformation due to fault movement and cannot meet the deformation requirements of tunnels for certain applications (e.g., high-speed railway tunnels).

[0007] Fourth, over-excavation design, which expands the tunnel cross-section to meet the normal function during fault displacement, with the expansion amount determined according to the displacement of the fault (Jiang Shuping, Li Peng, Lin Zhi. Countermeasures for Fault Resistance Design of Tunnels Crossing Active Fault Zones [J]. Journal of Chongqing Jiaotong University (Natural Science Edition), 2008, 27(06):1034-1036+1041.); however, this method still cannot prevent the tunnel structure from displacing at the fault location, and regular maintenance is required.

[0008] Therefore, it is necessary to design an adaptive structural system that can automatically and reasonably transfer and distribute the fault displacement to the designed tunnel section according to the fault displacement amount, so as to maintain the stability and flatness of the longitudinal position of the track. Summary of the Invention

[0009] This invention provides an adaptive structural system for tunnels crossing active faults to solve the above-mentioned problems.

[0010] To achieve the above objectives, the technical solution of the present invention is as follows:

[0011] An adaptive structural system for tunnels crossing active faults includes a tunnel structure, a safety space, a track system, and an adaptive support system.

[0012] The tunnel structure passes through an active fault, and the track system is located within the tunnel structure. When the active fault shifts, the surrounding rock that moves downward is the footwall surrounding rock. A safety space is provided between the track system and the tunnel structure located in the footwall surrounding rock, and the adaptive support system is located within the safety space.

[0013] The adaptive support system includes vertically arranged gear devices on both sides of the track system, which are connected to the inner wall of the tunnel structure and the track system respectively. When the active fault shifts, the lower rock mass moves downward, and the upper rock mass can generate an upward supporting force on the track system. The track system moves upward relative to the tunnel structure in the lower rock mass. The gear devices have a braking function, which can provide vertical support force for the track system in the tunnel structure in the lower rock mass and prevent the track system from moving downward relative to the upper rock mass, keeping the vertical position of the track system unchanged.

[0014] Furthermore, the gear device includes a braking double gear structure, several reversing gear structures, a load-bearing track, and an anchor bolt;

[0015] The anchor rod is fixed to the inner wall of the tunnel structure, and both the braking double gear structure and the reversing gear structure are connected to the anchor rod;

[0016] The braking double gear structure is located on the upper part of the safety space, and a plurality of the reversing gear structures are located on the side and lower part of the safety space; the load-bearing track passes through the braking double gear structure and the reversing gear structure, and the two ends of the load-bearing track are fixedly connected to the upper and lower parts on the same side of the track system, respectively.

[0017] The braking double gear structure includes a second rotating gear, a braking gear coaxially connected to the second rotating gear, and a brake tongue disposed on the upper side of the braking gear. The second rotating gear, the braking gear, and the brake tongue are all rotatably mounted on a second fork-type bracket connected to the anchor rod. When the braking gear is subjected to force and rotates away from the track system, the free end of the brake tongue engages with the teeth of the braking gear. When the braking gear is subjected to a force that causes it to rotate closer to the track system, the free end of the brake tongue is inserted between adjacent teeth of the braking gear to prevent the braking gear from rotating in the opposite direction.

[0018] The reversing gear structure includes a first rotating gear and a first fork-type bracket; the first rotating gear is rotatably mounted on the first fork-type bracket connected to the anchor rod, and the load-bearing track is wrapped around the first rotating gear and the second rotating gear, and meshes with the first rotating gear and the second rotating gear;

[0019] When the active fault shifts, the lower wall rock moves downward, and the upper wall rock supports the track system upward. The track system moves upward relative to the tunnel structure within the lower wall rock. The first rotating gear, the brake gear, and the second rotating gear rotate away from the track system. The load-bearing track moves downward on the side away from the track system. After the active fault shifts, the free end of the brake tongue is inserted between the adjacent teeth of the brake gear to prevent the brake gear, the first rotating gear, and the second rotating gear from rotating towards the track system.

[0020] Furthermore, the free end of the brake tongue is located on the side away from the track system, and the connecting end of the brake tongue is located on the side close to the track system.

[0021] Furthermore, the braking double gear structure also includes a second rotating shaft and a third rotating shaft. One end of the second fork bracket is fixed to the inner wall of the tunnel structure by the anchor rod, and the other end is provided with the second rotating shaft. The second rotating gear and the braking gear are rotatably mounted on the second rotating shaft in sequence along the axial direction of the second rotating shaft. The third rotating shaft is mounted on the second fork bracket and is located on the upper side of the braking gear. The third rotating shaft is parallel to the second rotating shaft. The connecting end of the brake tongue is rotatably connected to the third rotating shaft. The height of the free end of the brake tongue is lower than the height of the connecting end of the brake tongue.

[0022] The reversing gear structure also includes a first rotating shaft. One end of the first fork bracket is fixedly connected to one end of the anchor rod, and the other end is provided with the first rotating shaft. The first rotating gear is rotatably mounted on the first rotating shaft.

[0023] Furthermore, the track system located within the tunnel structure in the lower surrounding rock includes a crossbeam, a longitudinal beam, sleepers, and a track arranged sequentially from bottom to top. The crossbeam and the sleepers are arranged laterally and parallel to each other. The longitudinal beam is arranged parallel to the track and perpendicular to the crossbeam. The track is fixedly connected to the sleepers by fasteners.

[0024] The sleepers and the track of the track system located in the lower surrounding rock extend into the tunnel structure in the upper surrounding rock, and the sleepers located in the tunnel structure in the upper surrounding rock are fixed to the arch bottom of the tunnel structure;

[0025] The load-bearing tracks are connected to the upper and lower sides of the crossbeam via fixed structures.

[0026] Furthermore, the inner wall profile of the longitudinal section of the safety space is an S-shaped curve, and the longitudinal length L of the S-shaped curve should satisfy the following formula:

[0027] (1)

[0028] In the formula: f To estimate the fault displacement; tan θ The maximum allowable gradient error for track design.

[0029] Furthermore, the cross-sectional shape of the safety space is circular or horseshoe-shaped.

[0030] Furthermore, the upper and lower sides of the crossbeam are provided with the fixing structure, and both ends of the load-bearing track are respectively connected to the fixing structure. The fixing structure includes a pin and a pair of spaced connecting ears fixed on the crossbeam. The connecting ears are provided with pin holes, and the end of the load-bearing track is provided with a connecting hole. The end of the load-bearing track is located between the pair of connecting ears. The pin passes through the pin hole on the connecting ear and the connecting hole on the load-bearing track, so that the load-bearing track is hinged to the connecting ear.

[0031] Furthermore, the diameter of the brake gear is larger than the diameter of the second rotating gear.

[0032] Furthermore, the tunnel structure includes a highway tunnel or a railway tunnel.

[0033] The beneficial effects of this invention are:

[0034] The adaptive structural system for tunnels traversing active faults disclosed in this invention separates the track system within the footwall of the active fault from the tunnel structure through a safety space. The loads originally directly applied to the tunnel structure by the track system are indirectly transferred to the tunnel structure via a gear mechanism, avoiding direct impact from fault displacement on the track system. The gear mechanism has a braking function; when the footwall shifts downwards, the track system moves upwards relative to the tunnel structure within the footwall, supported by the hanging wall. The gear mechanism provides vertical support to the track system within the footwall. After fault shift, the gear mechanism prevents the track system from moving downwards relative to the hanging wall, maintaining the vertical position of the track system. This invention features adaptive adjustment based on fault shift without external interference or energy input, allowing for reasonable distribution of fault shift within the designed tunnel section, eliminating or essentially eliminating the impact of fault shift on the tunnel structure, maintaining the longitudinal smoothness of the track system, and ensuring normal operation and safety of the line. Attached Figure Description

[0035] To more clearly illustrate the technical solutions in the embodiments of the present invention or the prior art, the drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are some embodiments of the present invention. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0036] Figure 1 This is a schematic cross-sectional view of the adaptive structural system for tunneling through an active fault disclosed in an embodiment of the present invention;

[0037] Figure 2 This is a schematic diagram of the track system structure of the adaptive structure system for tunnel crossing active faults disclosed in this embodiment of the invention;

[0038] Figure 3 This is a longitudinal cross-sectional schematic diagram of the adaptive structural system for tunneling through active faults disclosed in an embodiment of the present invention;

[0039] Figure 4 This is a schematic diagram of the braking double gear structure of the adaptive structural system for tunnel crossing active faults disclosed in this embodiment of the invention;

[0040] Figure 5 This is a schematic diagram of the directional gear structure of the adaptive structural system for tunnel crossing active faults disclosed in this embodiment of the invention;

[0041] Figure 6 This is a schematic diagram of the fixed structure of the adaptive structural system for tunnel crossing active faults disclosed in an embodiment of the present invention.

[0042] In the diagram: 1. Tunnel structure; 2. Safety space; 3. Track system; 31. Crossbeam; 32. Longitudinal beam; 33. Sleeper; 34. Track; 35. Fastener; 4. Adaptive support system; 5. Active fault; 6. Lower rock mass; 7. Upper rock mass; 8. Braking double gear structure; 81. Second rotating gear; 82. Braking gear; 83. Brake tongue; 84. Second fork bracket; 85. Second shaft; 86. Third shaft; 9. Reversing gear structure; 91. First rotating gear; 92. First fork bracket; 93. First shaft; 10. Load-bearing track; 11. Fixed structure; 111. Pin; 112. Connecting lug; 12. Anchor bolt; 13. Surrounding rock. Detailed Implementation

[0043] To make the objectives, technical solutions, and advantages of the embodiments of the present invention clearer, 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, 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.

[0044] like Figure 1 The diagram shows the adaptive structural system for tunneling through an active fault provided in this embodiment, comprising tunnel structure 1, safety space 2, track system 3, and adaptive support system 4;

[0045] The tunnel structure 1 passes through the active fault 5, the track system 3 is located within the tunnel structure 1, when the active fault shifts, the surrounding rock that moves downward is the footwall surrounding rock 6, the track system and the tunnel structure located in the footwall surrounding rock are provided with the safety space 2, and the adaptive support system 4 is located within the safety space 2.

[0046] The adaptive support system 4 includes vertically arranged gear devices on both sides of the track system 3. The gear devices are connected to the inner wall of the tunnel structure 1 and the track system 3 respectively. When the active fault shifts, the lower surrounding rock 6 moves downward, and the upper surrounding rock 7 can generate an upward supporting force on the track system 3. The track system 3 moves upward relative to the lower surrounding rock 6 and the tunnel structure within the lower surrounding rock 6. The gear devices have a braking function, which can provide vertical support force for the track system 3 located within the tunnel structure 1 in the lower surrounding rock 6, and can prevent the track system 3 from moving downward relative to the upper surrounding rock 7, keeping the vertical position of the track system 3 unchanged.

[0047] The adaptive structural system for tunnels traversing active faults disclosed in this invention separates the track system within the footwall of the active fault from the tunnel structure through a safety space. The loads originally directly applied to the tunnel structure by the track system are indirectly transferred to the tunnel structure via a gear mechanism, avoiding direct impact of fault displacement on the track system. The gear mechanism has a braking function; when the footwall shifts downwards, the track system, supported by the hanging wall, moves upwards relative to the footwall and the tunnel structure within it. The gear mechanism provides vertical support to the track system within the footwall. After fault shift, the gear mechanism prevents the track system from moving downwards relative to the hanging wall, maintaining its vertical position. This invention features adaptive adjustment based on fault shift without external interference or energy input, allowing for reasonable distribution of fault shift within the designed tunnel section, eliminating or essentially eliminating the impact of fault shift on the tunnel structure, maintaining the longitudinal smoothness of the track system, and ensuring normal operation and safety of the line.

[0048] In a specific embodiment, the gear device includes a braking double gear structure 8, several reversing gear structures 9, a load-bearing track 10, and an anchor bolt 12.

[0049] The anchor rod 12 is fixed to the inner wall of the tunnel structure 1, and both the braking double gear structure and the reversing gear structure are connected to the anchor rod 12.

[0050] The braking double gear structure 8 is located on the upper part of the safety space, and several of the reversing gear structures are located on the side and lower part of the safety space; the load-bearing track passes through the braking double gear structure and the reversing gear structure, and the two ends of the load-bearing track are fixedly connected to the upper and lower parts of the track system 3 on the same side, respectively. The connection sections between the load-bearing track and the upper and lower sides of the crossbeam are vertically arranged, thereby ensuring the vertical mobility of the track system;

[0051] like Figure 4 As shown, the brake double gear structure 8 includes a second rotating gear 81, a brake gear 82 coaxially connected to the second rotating gear, and a brake tongue 83 disposed on the upper side of the brake gear 82. The second rotating gear 81, the brake gear 82, and the brake tongue 83 are rotatably mounted on a second fork bracket 84 connected to the anchor rod. When the brake gear 82 is subjected to force and rotates away from the track system 3, the free end of the brake tongue 83 engages with the teeth of the brake gear 82. When the brake gear 82 is subjected to a force that causes it to rotate closer to the track system 3, the free end of the brake tongue 83 is inserted between adjacent teeth of the brake gear 82 to prevent the brake gear 82 from rotating in the opposite direction.

[0052] like Figure 5 As shown, the reversing gear structure 9 includes a first rotating gear 91 and a first fork bracket 92; the first rotating gear 91 is rotatably mounted on the first fork bracket 92 connected to the anchor rod, and the load-bearing track 10 is wrapped around the first rotating gear 91 and the second rotating gear 81, and meshes with the first rotating gear 91 and the second rotating gear 81.

[0053] When the active fault 5 shifts, the lower surrounding rock 6 moves downward, and the upper surrounding rock 7 supports the track system 3 upward. The track system 3 moves upward relative to the lower surrounding rock 6 and the tunnel structure within the lower surrounding rock 6. The first rotating gear 91, the brake gear 82, and the second rotating gear 81 rotate away from the track system 3. The load-bearing track 10 moves downward on the side away from the track system 3. After the active fault 5 shifts, the free end of the brake tongue 83 is inserted between the adjacent teeth of the brake gear 82 to prevent the brake gear 82, the first rotating gear 91, and the second rotating gear 81 from rotating towards the track system 3.

[0054] Preferably, the braking double gear structure 8 further includes a second rotating shaft 85 and a third rotating shaft 86. One end of the second fork bracket 84 is fixed to the inner wall of the tunnel structure by the anchor rod 12, and the other end is provided with the second rotating shaft 85. The second rotating gear 81 and the braking gear 82 are rotatably mounted on the second rotating shaft 85 in sequence along the axial direction of the second rotating shaft 85. The third rotating shaft 86 is mounted on the second fork bracket 84 and is located above the braking gear 82. The third rotating shaft 86 is arranged parallel to the second rotating shaft 85. The connecting end of the brake tongue 83 is rotatably connected to the third rotating shaft 86. The height of the free end of the brake tongue 83 is lower than the height of the connecting end of the brake tongue 83.

[0055] The reversing gear structure 9 also includes a first rotating shaft 93. One end of the first fork bracket 92 is fixedly connected to one end of the anchor rod 12, and the other end is provided with the first rotating shaft 93. The first rotating gear 91 is rotatably mounted on the first rotating shaft 93.

[0056] The first rotating gear 91 is located on the side and bottom of the safety space, meshing with the load-bearing track 10 and rotating synchronously; the second rotating gear 81 is located at the top inside the safety space, meshing with the load-bearing track 10. The second rotating gear 81, the braking gear 82, and the load-bearing track 10 rotate and brake synchronously. When the active fault shifts, the lower rock mass moves downward, and supported by the upper rock mass, the track system 3 moves upward relative to the lower rock mass 6 and the tunnel structure within the lower rock mass 6. The braking gear 82 rotates away from the track system 3. Figure 1(As indicated by the middle arrow), the brake tongue 83 rotates towards its free end. The brake tongue 83 is positioned above the brake gear, with its free end resting on the brake gear 82. Driven by the brake gear 82, the brake tongue 83 rotates slightly around the third shaft 86, thus not affecting the rotation of the brake gear 82 or the second rotating gear coaxially connected to the brake gear 82 via the second shaft. Therefore, it does not affect the rotation of the load-bearing track 10. Conversely, when the brake gear 82 is subjected to a force rotating in the opposite direction, i.e., towards the tunnel, the free end of the brake tongue 83 inserts between adjacent teeth of the brake gear 82. The brake tongue 83 can mesh with the gear of the brake gear 82, thereby preventing the rotation of the brake gear 82 and achieving braking. That is, the brake gear 82 cannot rotate towards the track system 3, thus braking the load-bearing track 10 and preventing discontinuity. After the fault shifts, the track system 3 moves vertically, ensuring the stability of its vertical position. When the fault shifts, there is a meshing force between the brake tongue 83 and the brake gear 82. The brake tongue 83 can prevent the rotation of the brake gear 82 and the load-bearing track 10. The brake tongue 83 (with its unidirectional rotational nature) continues to provide vertical support for the track system 3. The braking force of the brake tongue 83 on the brake gear supports the gravity and traffic load of the track system. During this process, the system can adjust the force on the track system 3 according to the amount of fault shift. The adaptive adjustment maintains the stability of the system's deformation and stress, maintains the longitudinal flatness of the track system, ensures the safe and normal operation of the line, and automatically and rationally transmits and distributes the amount of fault shift to the designed tunnel section, thereby eliminating or essentially eliminating the impact of fault shift on the tunnel structure.

[0057] In a specific embodiment, the free end of the brake tongue 83 is located on the side away from the track system 3, and the connecting end of the brake tongue 83 is connected to the third rotating shaft 86 and located on the side close to the track system 3. The load-bearing track is located in the safety space on both sides of the tunnel. When the fault shifts, the side of the load-bearing track 10 away from the track system 3, that is, the side of the load-bearing track 10 that passes around the top of the safety space and is away from the second rotating gear 81, moves downward. The upper part of the second rotating gear 81 rotates in the direction away from the track system 3. The free end of the brake tongue is located on the side away from the track system 3. Located on the side away from the track system 3, and attached to the second rotating gear 81, when the second rotating gear 81 rotates, it can drive the free end of the brake tongue 83 to rotate slightly around the third rotating shaft 86. When the fault is displaced, the second rotating gear is driven by a force that drives its upper part to rotate closer to the track system 3. At this time, the brake gear 82 is also driven by the same direction of rotation. Since the free end of the brake tongue 83 is inserted between the adjacent teeth of the brake gear 82 and engages with the teeth of the brake gear, the braking of the gear and the load-bearing track is realized.

[0058] In a specific embodiment, such as Figure 2As shown, the track system 3 located within the tunnel structure 1 in the lower surrounding rock 6 includes a crossbeam 31, a longitudinal beam 32, sleepers 33, and a track 34 arranged sequentially from bottom to top. The crossbeam 31 and the sleepers 33 are arranged laterally and parallel to each other. The longitudinal beam 32 is arranged parallel to the track 34 and perpendicular to the crossbeam 31. The track 34 is fixedly connected to the sleepers 33 by fasteners 35.

[0059] like Figure 3 As shown, the sleepers 33 and the track 34 of the track system 3 located in the lower surrounding rock 6 extend into the tunnel structure 1 in the upper surrounding rock 7, and the sleepers 33 located in the tunnel structure 1 in the upper surrounding rock 7 are fixed to the arch bottom of the tunnel structure 1.

[0060] The load-bearing tracks are connected to the upper and lower sides of the crossbeam 31 via the fixing structure 11.

[0061] In a specific embodiment, the inner wall profile of the longitudinal section of the safety space 2 is an S-shaped curve, and the longitudinal length L of the S-shaped curve is determined according to the deformation control standard of the tunnel structure, and should satisfy the following formula:

[0062] (1)

[0063] In the formula: f To estimate the fault displacement; tan θ The maximum allowable gradient error is determined for the track design. The inner wall profile of the longitudinal section of the safety space 2 can also be a curve of other shapes, and the curve length should also satisfy Formula 1 above.

[0064] Furthermore, the cross-sectional shape of the safety space 2 is circular or horseshoe-shaped.

[0065] The dimensions and shape of the safety space are determined according to the deformation control standards of the tunnel structure. The inner wall contour of the longitudinal section and the shape of the transverse section can be set to other shapes to provide sufficient lateral and vertical space for tunnel displacement during fault dislocation, preventing the possibility of tunnel contact with surrounding rock; in this embodiment, such as Figure 1 As shown, the shape of the transverse cross section of the safety space 2 is set to be circular.

[0066] In a specific embodiment, the upper and lower sides of the crossbeam 31 are provided with the fixing structure 11, and both ends of the load-bearing track 10 are respectively connected to the fixing structure 11, such as... Figure 6As shown, the fixing structure 11 includes a pin 111 and a pair of spaced-apart connecting ears 112 fixed to the crossbeam 31. The connecting ears 112 have pin holes, and the end of the load-bearing track 10 has a connecting hole. The end of the load-bearing track 10 is located between the pair of connecting ears 112. The pin 111 passes through the pin hole on the connecting ear 112 and the connecting hole on the load-bearing track 10, making the load-bearing track 10 hinged to the connecting ear 112. When the load-bearing track 10 has a slight angular deviation during installation or experiences vibration, the load-bearing track 10 can be rotated and adjusted around the pin 111.

[0067] In a specific embodiment, the diameter of the brake gear 82 is larger than the diameter of the second rotating gear 81. The brake gear 82 and the second rotating gear 81 are coaxially arranged and rotate at the same angle. The outer circumference of the larger diameter brake gear is greater than that of the second rotating gear 81, which facilitates the rapid braking by the brake tongue engaging with the brake gear. This enables rapid braking of the load-bearing track and gears, providing timely vertical support for the tunnel after fault displacement, improving braking capacity, and preventing vertical displacement of the tunnel.

[0068] In a specific embodiment, the tunnel structure 1 includes a highway tunnel, a railway tunnel, or a subway tunnel. This system can be applied to various types of tunnels, demonstrating strong applicability.

[0069] Finally, it should be noted that the above embodiments are only used to illustrate the technical solutions of the present invention, and not to limit them; although the present invention has been described in detail with reference to the foregoing embodiments, those skilled in the art should understand that modifications can still be made to the technical solutions described in the foregoing embodiments, or equivalent substitutions can be made to some or all of the technical features; and these modifications or substitutions do not cause the essence of the corresponding technical solutions to deviate from the scope of the technical solutions of the embodiments of the present invention.

Claims

1. An adaptive structural system for tunnels crossing active faults, characterized in that, It includes the tunnel structure (1), safety space (2), track system (3), and adaptive support system (4); The tunnel structure (1) passes through the active fault (5), the track system (3) is located in the tunnel structure (1), when the active fault moves, the surrounding rock that moves downward is the footwall surrounding rock (6), the track system and the tunnel structure located in the footwall surrounding rock are provided with the safety space (2), and the adaptive support system (4) is located in the safety space (2). The adaptive support system (4) includes vertically arranged gear devices on both sides of the track system (3), which are connected to the inner wall of the tunnel structure (1) and the track system (3) respectively. When the active fault shifts, the lower surrounding rock (6) moves downward, and the upper surrounding rock (7) can generate an upward supporting force on the track system (3). The track system (3) moves upward relative to the tunnel structure in the lower surrounding rock (6). The gear device has a braking function, which can provide vertical supporting force for the track system (3) in the tunnel structure (1) in the lower surrounding rock (6), and can prevent the track system (3) from moving downward relative to the upper surrounding rock (7), keeping the vertical position of the track system (3) unchanged. The gear device includes a braking double gear structure (8), several reversing gear structures (9), a load-bearing track (10), and an anchor bolt (12). The anchor rod (12) is fixed on the inner wall of the tunnel structure (1), and the braking double gear structure and the reversing gear structure are both connected to the anchor rod (12); The braking double gear structure (8) is located on the upper part of the safety space, and a plurality of the reversing gear structures are located on the side and lower part of the safety space; the load-bearing track passes through the braking double gear structure and the reversing gear structure, and the two ends of the load-bearing track are fixedly connected to the upper and lower parts of the track system (3) on the same side, respectively. The brake double gear structure (8) includes a second rotating gear (81), a brake gear (82) coaxially connected to the second rotating gear, and a brake tongue (83) disposed on the upper side of the brake gear (82). The second rotating gear (81), the brake gear (82), and the brake tongue (83) are rotatably mounted on a second fork bracket (84) connected to the anchor rod. When the brake gear (82) is subjected to force and rotates away from the track system (3), the free end of the brake tongue (83) is engaged with the teeth of the brake gear (82). When the brake gear (82) is subjected to a force that causes it to rotate closer to the track system (3), the free end of the brake tongue (83) is inserted between adjacent teeth of the brake gear (82) to prevent the brake gear (82) from rotating in the opposite direction. The reversing gear structure (9) includes a first rotating gear (91) and a first fork bracket (92); the first rotating gear (91) is rotatably mounted on the first fork bracket (92) connected to the anchor rod, and the load-bearing track (10) is wrapped around the first rotating gear (91) and the second rotating gear (81) and meshes with the first rotating gear (91) and the second rotating gear (81); When the active fault (5) shifts, the lower surrounding rock (6) moves downward, and the upper surrounding rock (7) supports the track system (3) upward. The track system (3) moves upward relative to the tunnel structure in the lower surrounding rock (6). The first rotating gear (91), the brake gear (82), and the second rotating gear (81) rotate away from the track system (3). The load-bearing track (10) moves downward on the side away from the track system (3). After the active fault (5) shifts, the free end of the brake tongue (83) is inserted between the adjacent teeth of the brake gear (82) to prevent the brake gear (82), the first rotating gear (91), and the second rotating gear (81) from rotating towards the track system (3).

2. The adaptive structural system for tunneling through active faults according to claim 1, characterized in that, The free end of the brake tongue (83) is located on the side away from the track system (3), and the connecting end of the brake tongue (83) is located on the side close to the track system (3).

3. The adaptive structural system for tunneling through active faults according to claim 1, characterized in that, The braking double gear structure (8) further includes a second rotating shaft (85) and a third rotating shaft (86). One end of the second fork bracket (84) is fixed to the inner wall of the tunnel structure by the anchor rod (12), and the other end is provided with the second rotating shaft (85). The second rotating gear (81) and the braking gear (82) are rotatably mounted on the second rotating shaft (85) in sequence along the axial direction of the second rotating shaft (85). The third rotating shaft (86) is mounted on the second fork bracket (84) and is located on the upper side of the braking gear (82). The third rotating shaft (86) is arranged parallel to the second rotating shaft (85). The connecting end of the brake tongue (83) is rotatably connected to the third rotating shaft (86). The height of the free end of the brake tongue (83) is lower than the height of the connecting end of the brake tongue (83). The reversing gear structure (9) also includes a first rotating shaft (93), one end of the first fork bracket (92) is fixedly connected to one end of the anchor rod (12), and the other end is provided with the first rotating shaft (93). The first rotating gear (91) is rotatably mounted on the first rotating shaft (93).

4. The adaptive structural system for tunneling through active faults according to claim 1, characterized in that, The track system (3) located in the tunnel structure (1) in the lower surrounding rock (6) includes a crossbeam (31), a longitudinal beam (32), a sleeper (33), and a track (34) arranged sequentially from bottom to top. The crossbeam (31) and the sleeper (33) are arranged horizontally and parallel to each other. The longitudinal beam (32) is arranged parallel to the track (34) and perpendicular to the crossbeam (31). The track (34) is fixedly connected to the sleeper (33) by a fastener (35). The sleepers (33) and the track (34) of the track system (3) located in the lower surrounding rock (6) extend into the tunnel structure (1) of the upper surrounding rock (7), and the sleepers (33) located in the tunnel structure (1) of the upper surrounding rock (7) are fixed to the arch bottom of the tunnel structure (1). The load-bearing tracks are connected to the upper and lower sides of the crossbeam (31) via a fixed structure (11).

5. The adaptive structural system for tunneling through active faults according to claim 1, characterized in that, The inner wall profile of the longitudinal section of the safety space (2) is an S-shaped curve, and the longitudinal length L of the S-shaped curve should satisfy the following formula: （1） In the formula: f To estimate the fault displacement; tan θ The maximum allowable gradient error for track design.

6. The adaptive structural system for tunneling through active faults according to claim 1, characterized in that, The cross-sectional shape of the safety space (2) is circular or horseshoe-shaped.

7. The adaptive structural system for tunneling through active faults according to claim 4, characterized in that, The upper and lower sides of the crossbeam (31) are provided with the fixing structure (11). The two ends of the load-bearing track (10) are respectively connected to the fixing structure (11). The fixing structure (11) includes a pin (111) and a pair of spaced connecting ears (112) fixed on the crossbeam (31). The connecting ears (112) are provided with pin holes. The end of the load-bearing track (10) is provided with a connecting hole. The end of the load-bearing track (10) is located between the pair of connecting ears (112). The pin (111) passes through the pin hole on the connecting ear (112) and the connecting hole on the load-bearing track (10), so that the load-bearing track (10) is hinged to the connecting ear (112).

8. The adaptive structural system for tunneling through active faults according to claim 1, characterized in that, The diameter of the brake gear (82) is larger than the diameter of the second rotating gear (81).

9. The adaptive structural system for tunneling through active faults according to claim 1, characterized in that, The tunnel structure (1) includes a highway tunnel or a railway tunnel.

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