Active fault crossing tunnel damping spring and gear matching anti-fault regulation and control system and method

Abstract

The invention discloses an active fault crossing tunnel damping spring and gear matching anti-fault regulation and control system, and relates to the technical field of design, construction and operation of tunnel engineering. The system comprises a plurality of sections of linings which are connected in sequence, and further comprises a self-adaptive fault-resistant track system, and the self-adaptive fault-resistant track system comprises a plurality of groups of vertical adjusting systems; each group of vertical adjusting system comprises a vertical adjusting guide plate, two lower wedge blocks, an upper wedge block, a vertical linear guide rail, a vertical adjusting toothed plate and two vertical adjusting positive and negative ball screws; and a plurality of bearing springs are arranged on the vertical adjusting guide plate. Accurate self-adaptive anti-fault adjustment is realized through the vertical adjustment system and the horizontal adjustment system. The invention further relates to a self-adaptive fault-resistant method of the fault-resistant regulation and control system with the shock-absorbing buffer spring and the gear-rack transmission matched in the active fault crossing tunnel.

Description

Technical Field

[0001] The present invention relates to the technical field of the design, construction, and operation of tunnel engineering, and more specifically, it is an anti - fault - dislocation regulation system that combines a shock - absorbing buffer spring and a rack - and - pinion drive for a tunnel crossing an active fault. The present invention also relates to an adaptive anti - fault - dislocation method for such an anti - fault - dislocation regulation system that combines a shock - absorbing buffer spring and a rack - and - pinion drive for a tunnel crossing an active fault. Background Art

[0002] In order to adapt to the booming economy of our country, it is urgent to construct a large number of transportation infrastructure, including roads and railways, etc. However, the construction of these projects usually inevitably needs to cross mountains and ridges, and the main way to cross is through tunnels.

[0003] Located between the Circum - Pacific seismic belt and the Eurasian seismic belt, active fault zones are very developed. The construction of deep - buried long tunnels inevitably crosses active faults. Under the strong disaster - causing effect of fault displacement, the safety of tunnel construction and operation faces a huge threat. Especially for high - speed railways, the deformation requirements of tunnels and their internal track structures are very strict, and fault activities are likely to have a significant impact on tunnels and the structures inside the tunnels.

[0004] Therefore, corresponding measures must be taken to ensure that high - speed railway tunnels can adaptively resist fault - dislocation under the complex movement forms of active fault zones and meet the strict operation standards of high - speed railways. Summary of the Invention

[0005] The first object of the present invention is to solve the problem of track unevenness in railway tunnels caused by the complex movement forms of active fault zones. By combining a shock - absorbing buffer spring and a rack - and - pinion drive, an adaptive reset of the track under the dislocation of a tunnel crossing an active fault is realized, and an anti - fault - dislocation regulation system that combines a shock - absorbing spring and gears for a tunnel crossing an active fault is provided.

[0006] The second object of the present invention is to provide an adaptive anti - fault - dislocation method for such an anti - fault - dislocation regulation system that combines a shock - absorbing spring and gears for a tunnel crossing an active fault.

[0007] To achieve the above - mentioned first object, the technical solution of the present invention is as follows: An anti - fault - dislocation regulation system that combines a shock - absorbing spring and gears for a tunnel crossing an active fault includes multiple sections of linings connected in sequence. The first section of the lining is a fixed lining, and the subsequent linings are segmented linings. It is characterized in that each section of the lining includes a subgrade bottom plate located at the inner bottom of the lining, a road edge located on the inner wall of the lining, a subgrade located on the inner wall of the road edge, and a track slab located inside the subgrade and above the subgrade bottom plate;

[0008] It further includes an adaptive anti - fault - dislocation track system, and the adaptive anti - fault - dislocation track system includes multiple groups of vertical adjustment systems;

[0009] Each of the vertical adjustment systems includes a vertical adjustment guide plate located on the subgrade bottom plate, two lower wedges installed at axial intervals on the vertical adjustment guide plate, an upper wedge with a bottom inclined surface matching the top inclined surfaces of the two lower wedges, a vertical linear guide installed at the axial end of the subgrade of each lining segment, a vertical adjustment toothed plate sleeved on the vertical linear guide and slidably connected to the vertical linear guide in the vertical direction, and two vertical adjustment forward and reverse ball screws axially arranged at the left and right ends of the vertical adjustment guide plate;

[0010] Both the left and right ends of the lower wedge are movably connected to a vertical adjustment forward and reverse ball screw; one end of the vertical adjustment forward and reverse ball screw is meshed with a first vertical adjustment bevel gear through a first vertical adjustment gear, the other end of the vertical adjustment forward and reverse ball screw is meshed with a second vertical adjustment bevel gear through a second vertical adjustment gear, the first vertical adjustment gear is meshed with the second vertical adjustment gear, the first vertical adjustment gear is meshed with the vertical adjustment toothed plate of the subgrade of the previous lining segment, and the second vertical adjustment gear is meshed with the vertical adjustment toothed plate of the subgrade of this lining segment;

[0011] A plurality of load-bearing springs are arranged on the vertical adjustment guide plate between the two lower wedges, the top of the load-bearing spring is connected to the upper wedge, and the top of the upper wedge is connected to the track slab.

[0012] In the above technical solution, the self-adaptive anti-breaking and dislocation track system further includes multiple groups of horizontal adjustment systems. Each group of the horizontal adjustment systems includes a horizontal adjustment guide plate with a bottom connected to the upper wedge and a side connected to the subgrade, a horizontal adjustment rack installed at the axial end of the horizontal adjustment guide plate of each lining segment, a first horizontal adjustment gear located on the horizontal adjustment guide plate, a second horizontal adjustment gear located on the horizontal adjustment guide plate, a horizontal adjustment large bevel gear located on the horizontal adjustment guide plate, and a horizontal adjustment ball screw arranged horizontally on the side plate of the horizontal adjustment guide plate;

[0013] The first horizontal adjustment gear is meshed with the horizontal adjustment rack on the previous lining segment, the second horizontal adjustment gear is meshed with the first horizontal adjustment gear, the horizontal adjustment rack on this lining segment is meshed with the second horizontal adjustment gear, and both the first horizontal adjustment gear and the second horizontal adjustment gear are meshed with the horizontal adjustment large bevel gear;

[0014] The horizontal adjustment ball screw is meshed with the horizontal adjustment large bevel gear through a horizontal adjustment small bevel gear; the bottom of the track slab is movably connected to the horizontal adjustment ball screw.

[0015] In the above technical solution, the horizontal adjustment ball screw is connected to the side plate of the horizontal adjustment guide plate through a pin.

[0016] In the above technical solution, a horizontal adjustment guide rail is arranged between the side plates at the left and right ends of the horizontal adjustment guide plate, and the bottom of the track plate is slidably connected to the horizontal adjustment guide rail through a horizontal adjustment slider.

[0017] In the above technical solution, there are six load-bearing springs.

[0018] In the above technical solution, the lower wedge block is a right trapezoidal column structure with the short side facing the load-bearing spring and the inclined surface upward; the upper wedge block is a trapezoidal prism with the short side facing downward, and the bottom surface of the upper wedge block is connected to the load-bearing spring.

[0019] In the above technical solution, a limiting groove is opened at one end of the lower wedge block where the short side faces the load-bearing spring and corresponding to the load-bearing spring, and a lower wedge block groove along the axial direction is opened on the side surface of the lower wedge block, and the vertical adjustment positive and negative ball screw is located in the lower wedge block groove; a first roadbed groove is opened at the axial end of the roadbed, and a second roadbed groove is opened on the inner side surface of the roadbed, and the vertical linear guide rail is located in the first roadbed groove, and the first vertical adjustment gear and the second vertical adjustment gear are located in the second roadbed groove.

[0020] In order to achieve the above second object, the technical solution of the present invention is: an adaptive anti-fault dislocation method for a cross-active fault tunnel shock-absorbing spring and gear cooperation anti-fault dislocation control system, which is characterized by including the following steps:

[0021] Step 1, when the fault moves, causing the tunnel to deform and the lining to have a vertical dislocation: when the vertical dislocation drives the vertical movement of the roadbed bottom plate, on the one hand, with the immovable lining as the reference, the first vertical adjustment gear, the second vertical adjustment gear, and the vertical adjustment tooth plate of the next section of the lining are sequentially driven through the vertical adjustment tooth plate of the immovable lining, thereby ensuring that the reference for the adjustment of each section of the lining remains unchanged; on the other hand, the first vertical adjustment gear drives the vertical adjustment positive and negative ball screw to rotate through the first vertical adjustment bevel gear, and the vertical adjustment positive and negative ball screw opens and closes through two lower wedge blocks, and the upper wedge block slides along the inclined surface of the lower wedge block, thereby driving the vertical movement of the track plate. By ensuring that the vertical adjustment displacement is equal to the vertical dislocation displacement and the vertical adjustment displacement amount is equal to the lining dislocation amount, the absolute positions of the track plate and the horizontal adjustment system do not change.

[0022] Step 2, when the fault moves, causing the tunnel to deform and the lining to experience horizontal displacement: The horizontal displacement of the lining drives the curb, subgrade, and horizontal adjustment guide plate to have horizontal displacement. On the one hand, through the meshing of the first horizontal adjustment gear of this section of the lining with the horizontal adjustment rack on the previous section of the lining and the meshing of the second horizontal adjustment gear with the horizontal adjustment rack on this section of the lining, the horizontal adjustment rack is kept in an absolute fixed position. On the other hand, through the first horizontal adjustment gear and the second horizontal adjustment gear, the horizontal adjustment ball screw is driven to rotate in sequence through the horizontal adjustment large bevel gear and the horizontal adjustment small bevel gear, thereby driving the horizontal movement of the track slab, ensuring that the adjustment displacement is equal to the horizontal displacement, achieving real-time horizontal adjustment.

[0023] Compared with the prior art, the advantages of the present invention are as follows:

[0024] 1) The present invention realizes accurate adaptive anti-fracture and displacement adjustment through the vertical adjustment system and the horizontal adjustment system.

[0025] 2) The vertical adjustment system and the horizontal adjustment system of the present invention are nested with each other, considering the coupling effect when horizontal and vertical adjustments occur simultaneously. When vertical displacement occurs, taking the immovable lining outside the fault displacement influence zone as the reference, through the tooth plate, gear, bevel gear, screw, and wedge block in sequence for adjustment, it is divided into two paths: "immovable lining - tooth plate - gear - gear - tooth plate - lining" and "immovable lining - tooth plate - gear - bevel gear - screw - wedge block - horizontal adjustment device". It can not only ensure that the reference for the adjustment of each section of the lining remains unchanged, but also ensure that the adjustment amount is always equal to the displacement amount; the key transmission component among them is the wedge block. When the lining moves upward, through the adjustment of the gear and the screw, the two lower wedge blocks move away from each other, and the internal horizontal adjustment system will move downward along the inclined surface of the lower wedge block, and the movement amount is equal to the displacement amount of the lining, and the absolute position of the internal horizontal adjustment device does not change.

[0026] 3) Multiple load-bearing springs are installed in each group of vertical adjustment systems of the present invention to bear the load of the track in the static state, so as to reduce the adjustment force of the wedge-shaped blocks, becoming the main load-bearing structure, to reduce the force required for the adjustment wedge blocks and make the adjustment action easier to complete; during the train operation, the load-bearing springs can play a role in shock absorption; due to the telescopic action of the load-bearing springs, the upper wedge block body can be kept in a small-scale reciprocating movement regularly, which is more conducive to the adaptive anti-fracture and displacement track system to maintain its state, not easy to rust, and has better durability. BRIEF DESCRIPTION OF THE DRAWINGS

[0027] Figure 1 is the regulation flow chart of the present invention.

[0028] Figure 2 is the structural schematic diagram of the present invention.

[0029] Figure 3 isFigure 2 Top view.

[0030] Figure 4 is Figure 2 Left view.

[0031] Figure 5 is Figure 2 Right view.

[0032] Figure 6 Internal structure diagram of the adaptive anti - fracture and dislocation track system in the present invention.

[0033] Figure 7 Schematic structural diagram of the vertical adjustment system.

[0034] Figure 8 Connection relationship diagram of subgrade, vertical adjustment tooth plate, first vertical adjustment bevel gear, second vertical adjustment bevel gear, and vertical adjustment positive and negative ball screw nut.

[0035] Figure 9 Schematic structural diagram of subgrade.

[0036] Figure 10 Schematic structural diagram of the upper wedge block.

[0037] Figure 11 Schematic structural diagram of the horizontal adjustment system.

[0038] Figure 12 Relationship curve diagram between dislocation stroke and spring elastic coefficient.

[0039] Among them, 1 - lining, 11 - subgrade bottom plate, 12 - curb, 13 - subgrade, 131 - first subgrade groove, 132 - second subgrade groove, 14 - track slab, 15 - track, 2 - adaptive anti - fracture and dislocation track system, 21 - vertical adjustment system, 211 - vertical adjustment guide plate, 212 - lower wedge block, 2121 - limit groove, 2122 - lower wedge block groove, 213 - upper wedge block, 214 - vertical linear guide, 215 - vertical adjustment tooth plate, 216 - vertical adjustment positive and negative ball screw, 2161 - first vertical adjustment bevel gear, 2162 - second vertical adjustment bevel gear, 2163 - vertical adjustment positive and negative ball screw nut, 2171 - first vertical adjustment gear, 2172 - second vertical adjustment gear, 22 - horizontal adjustment system, 221 - horizontal adjustment guide plate, 2211 - pin, 222 - horizontal adjustment rack, 2231 - first horizontal adjustment gear, 2232 - second horizontal adjustment gear, 224 - horizontal adjustment large bevel gear, 225 - horizontal adjustment ball screw, 2251 - horizontal adjustment small bevel gear, 2252 - horizontal adjustment ball screw nut, 226 - horizontal adjustment guide rail, 2261 - horizontal adjustment slider, 3 - load - bearing spring, x - axial direction, y - horizontal direction, z - vertical direction. Detailed implementation manners

[0040] The implementation of the present invention will be described in detail below with reference to the accompanying drawings. However, they do not constitute a limitation to the present invention and are only for illustration purposes. Meanwhile, the advantages of the present invention will become clearer and easier to understand through the description.

[0041] An active fault zone is a zone composed of multiple faults, and the forms of these faults are various. According to the relative movement directions of the two fault blocks, faults can be classified into normal faults, reverse faults, and strike - slip faults. Normal faults are mainly affected by tensile forces, and the hanging wall moves downward relative to the footwall with a relatively large dip angle. Reverse faults are mainly formed by the extrusion of rock masses on both sides, and the hanging wall moves upward relative to the footwall. According to the dip angle, they can be further divided into thrust faults, low - angle faults, and overthrust faults. Strike - slip faults are mainly formed by the shear action of rock masses, and the two fault blocks move horizontally relative to each other along the fault strike. Their fault planes are steep, even approaching vertical. Among the linear structures on the earth's surface, strike - slip faults account for more than about 70%. In the Qinghai - Tibet Plateau region of China, strike - slip faults have an absolute advantage over normal faults and reverse faults in terms of quantity, distribution area, and earthquake - generating intensity. Obvious lateral offsets may be formed in the outcropping strata on both sides of the strike - slip fault.

[0042] Accordingly, the above - mentioned movement forms can be decomposed and summarized into three movement actions, including axial movement, horizontal movement, and vertical movement. When a tunnel crosses an active fault zone, in order to adapt to the above - mentioned different dislocation forms, a shock - absorbing buffer spring and a gear - rack drive anti - fault - dislocation system for a tunnel crossing an active fault are developed.

[0043] Referring to the accompanying drawings, it can be seen that the shock - absorbing spring and gear - matching anti - fault - dislocation control system for a tunnel crossing an active fault includes multiple sections of linings 1 connected in sequence. The first section of the lining 1 is a fixed lining, and the subsequent linings 1 are segmented linings. It is characterized in that each section of the lining 1 includes a roadbed floor 11 at the inner bottom of the lining 1, a curb 12 on the inner wall of the lining 1, a roadbed 13 on the inner wall of the curb 12, and a track slab 14 inside the roadbed 13 and above the roadbed floor 11;

[0044] It further includes an adaptive anti - fault - dislocation track system 2, and the adaptive anti - fault - dislocation track system 2 includes multiple groups of vertical adjustment systems 21;

[0045] Each of the vertical adjustment systems 21 includes a vertical adjustment guide plate 211 located on the subgrade base plate 11, two lower wedges 212 installed at intervals along the axial direction on the vertical adjustment guide plate 211, an upper wedge 213 with a bottom inclined surface matching the top inclined surfaces of the two lower wedges 212, a vertical linear guide 214 installed at the axial end of the subgrade 13 of each lining segment 1, a vertical adjustment toothed plate 215 sleeved on the vertical linear guide 214 and slidably connected to the vertical linear guide 214 in the vertical direction, and two vertical adjustment left - right ball screws 216 axially arranged at the left and right ends of the vertical adjustment guide plate 211;

[0046] Both the left and right ends of the lower wedge 212 are movably connected to a vertical adjustment left - right ball screw 216; one end of the vertical adjustment left - right ball screw 216 is meshed with a first vertical adjustment bevel gear 2161 and a first vertical adjustment gear 2171, the other end of the vertical adjustment left - right ball screw 216 is meshed with a second vertical adjustment bevel gear 2162 and a second vertical adjustment gear 2172, the first vertical adjustment gear 2171 is meshed with the second vertical adjustment gear 2172, the first vertical adjustment gear 2171 is meshed with the vertical adjustment toothed plate 215 of the subgrade 13 of the previous lining segment 1, and the second vertical adjustment gear 2172 is meshed with the vertical adjustment toothed plate 215 of the subgrade 13 of this lining segment 1;

[0047] A plurality of load - bearing springs 3 are arranged on the vertical adjustment guide plate 211 between the two lower wedges 212. The top of the load - bearing spring 3 is connected to the upper wedge 213, and the top of the upper wedge 213 is connected to the track slab 14.

[0048] The adaptive anti - fracture and dislocation track system 2 further includes multiple groups of horizontal adjustment systems 22. Each of the horizontal adjustment systems 22 includes a horizontal adjustment guide plate 221 with the bottom connected to the upper wedge 213 and the side connected to the subgrade 13, a horizontal adjustment rack 222 installed at the axial end of the horizontal adjustment guide plate 221 of each lining segment 1, a first horizontal adjustment gear 2231 located on the horizontal adjustment guide plate 221, a second horizontal adjustment gear 2232 located on the horizontal adjustment guide plate 221, a horizontal adjustment large bevel gear 224 located on the horizontal adjustment guide plate 221, and a horizontal adjustment ball screw 225 arranged horizontally on the side plate of the horizontal adjustment guide plate 221;

[0049] The first horizontal adjustment gear 2231 is meshed with the horizontal adjustment rack 222 on the previous lining segment 1, the second horizontal adjustment gear 2232 is meshed with the first horizontal adjustment gear 2231, the horizontal adjustment rack 222 on this lining segment 1 is meshed with the second horizontal adjustment gear 2232, and both the first horizontal adjustment gear 2231 and the second horizontal adjustment gear 2232 are meshed with the horizontal adjustment large bevel gear 224;

[0050] The horizontal adjustment ball screw 225 meshes with the horizontal adjustment large bevel gear 224 through the horizontal adjustment small bevel gear 2251; the bottom of the track plate 14 is movably connected to the horizontal adjustment ball screw 225.

[0051] The horizontal adjustment ball screw 225 is connected to the side plate of the horizontal adjustment guide plate 221 through a pin 2211.

[0052] A horizontal adjustment guide rail 226 is arranged between the side plates at the left and right ends of the horizontal adjustment guide plate 221, and the bottom of the track plate 14 is slidably connected to the horizontal adjustment guide rail 226 through a horizontal adjustment slider 2261.

[0053] There are six load-bearing springs 3.

[0054] The lower wedge block 212 is a right trapezoidal column structure with the short side facing the load-bearing spring 3 and the inclined surface upward; the upper wedge block 213 is a trapezoidal prism with the short side facing downwards, and the bottom surface of the upper wedge block 213 is connected to the load-bearing spring 3.

[0055] A limiting groove 2121 is opened at one end of the lower wedge block 212 where the short side faces the load-bearing spring 3 and corresponding to the load-bearing spring 3, and a lower wedge block groove 2122 along the axial direction is opened on the side surface of the lower wedge block 212. The vertical adjustment left-right ball screw 216 is located in the lower wedge block groove 2122, and the vertical adjustment left-right ball screw nut 2163 at the end of the vertical adjustment left-right ball screw 216 is connected to the lower wedge block groove 2122; a first roadbed groove 131 is opened at the axial end of the roadbed 13, and a second roadbed groove 132 is opened on the inner side surface of the roadbed 13. The vertical linear guide rail 214 is located in the first roadbed groove 131, and the first vertical adjustment gear 2171 and the second vertical adjustment gear 2172 are located in the second roadbed groove 132.

[0056] An adaptive anti-breaking and dislocation method for a shock-absorbing spring and gear cooperation anti-breaking and dislocation control system for a tunnel crossing an active fault, characterized by comprising the following steps:

[0057] Step 1. When the fault slips, causing the tunnel to deform and the lining 1 to have a vertical displacement: When the vertical displacement drives the subgrade floor 11 to move vertically, on the one hand, with the immovable lining as the reference, the vertical adjustment tooth plate 213 of the immovable lining drives the first vertical adjustment gear 2171, the second vertical adjustment gear 2172, and the vertical adjustment tooth plate 213 of the next section of the lining in sequence, thereby ensuring that the reference for the adjustment of each section of the lining remains unchanged; on the other hand, the first vertical adjustment gear 2171 drives the vertical adjustment positive and negative ball screw 216 to rotate through the vertical adjustment large bevel gear and the first vertical adjustment bevel gear 2161. The vertical adjustment positive and negative ball screw 216 opens and closes through two lower wedges 212, and the upper wedge 213 slides along the inclined surface of the lower wedge 212, thereby driving the vertical movement of the track slab 14. By ensuring that the vertical adjustment displacement is equal to the vertical displacement and the vertical adjustment displacement is equal to the lining displacement, the absolute positions of the track slab 14 and the horizontal adjustment system 22 do not change; where the first vertical adjustment gear 2171 and the vertical adjustment large bevel gear are coaxial;

[0058] Step 2. When the fault slips, causing the tunnel to deform and the lining 1 to have a horizontal displacement: The horizontal displacement of the lining 1 drives the curb 12, the subgrade 13, and the horizontal adjustment guide plate 221 to have a horizontal displacement; on the one hand, the first horizontal adjustment gear 2231 of this section of the lining 1 meshes with the horizontal adjustment rack 222 on the previous section of the lining 1 and the second horizontal adjustment gear 2232 meshes with the horizontal adjustment rack 222 on this section of the lining 1 to keep the horizontal adjustment rack 222 in an absolute fixed position. On the other hand, the first horizontal adjustment gear 2231 and the second horizontal adjustment gear 2232 drive the horizontal adjustment ball screw 225 to rotate through the horizontal adjustment large bevel gear 224 and the horizontal adjustment small bevel gear 2251 in sequence, thereby driving the horizontal movement of the track slab 14 and ensuring that the adjustment displacement is equal to the horizontal displacement to achieve real-time horizontal adjustment;

[0059] Step 3. When the fault slips, causing the tunnel to deform and the lining 1 to have an axial displacement: A rail expansion joint (reference: [Chinese Utility Model] CN200720173517.6 Rail Expansion Joint) is used for adjustment; in order not to affect the horizontal and vertical adjustments, a telescopic bushing is designed at the cross-link, push rod and other parts.

[0060] Assume that the weight per unit length of the common rail of high-speed railways is m1, and the length of a single self-adaptive anti-fracture and anti-displacement track system 2 along the track direction is l. Therefore, the weight of the rail to be borne is l×m1. The size of the box-shaped device on the upper part of the upper wedge 213 during the vertical displacement adjustment process is a×b×c (length×width×height). According to the steel density ρ, it can be calculated that the weight of this part of the device is abcρ, and the gravity coefficient is g. Therefore, when the train is in a stationary state, the load that the device needs to bear during the vertical displacement adjustment process is:

[0061] T = mg = (lm1 + abcρ) × g (1)

[0062] It is set that 6 load-bearing springs 3 bear e% of the total weight. This ratio can be selected according to the actual situation, and the tightness state of the load-bearing springs 3 can be adjusted during operation. The lower wedge block 212 bears 1 - e% of the total weight. When the lower wedge block 212 moves outwards to make the upper adjusting device completely fall, this displacement is the maximum adjustable stroke. Assuming that the maximum vertically adjustable stroke is s, the elastic coefficient k of the load-bearing spring 3 can be calculated to satisfy the following expression:

[0063]

[0064] The common rail weights in China's high-speed railways are divided into four types: 43 kg / m, 50 kg / m, 60 kg / m, and 75 kg / m. Taking 75 kg / m as an example, the preliminary design length of a single self-adaptive anti-fracture and dislocation track system 2 along the track direction is 20 cm. Therefore, the rail weight to be borne is 15 kg / m. The size of the box-shaped device on the upper part of the wedge-shaped adjusting block during the vertical dislocation adjustment process is 30 cm × 15 cm × 20 cm. According to the steel density of 7.9×10 3 kg / m 3 Calculation shows that the weight of this part of the device is 71.1 kg. Therefore, when the train is in a stationary state, the load that the device needs to bear during the vertical dislocation adjustment process is:

[0065] T = mg = (15 + 71.1) × 9.8 = 843.78 kN (3)

[0066] Assuming that 6 load-bearing springs 3 bear 80% of the total weight and the wedge block bears 20% of the total weight. When the wedge block moves outwards to make the upper device completely fall, the vertically adjustable stroke is 10 cm. The elastic coefficient k of the spring can be calculated to satisfy the following expression:

[0067]

[0068] Next, the mutual relationship among the dislocation stroke, spring elastic coefficient, and initial spring bearing ratio is discussed. The load that the device needs to bear during the vertical dislocation adjustment process is taken as 843.78 kN in the above example. Six load-bearing springs 3 are arranged in the adjusting device. When the initial spring bearing ratios are 0%, 20%, 40%, 60%, and 80% respectively, the relationship curve between the dislocation stroke and the spring elastic coefficient is as Figure 12 shown.

[0069] When the initial load-bearing ratio of the spring is constant, as the spring stiffness increases, the allowable adjustable misalignment stroke decreases gradually in an inverse proportion function. That is, the stronger the spring load-bearing capacity, the more limited the remaining space for misalignment. As the initial load-bearing ratio of the spring increases, the curve gradually shifts to the left and becomes steeper, which means that the spring can meet different degrees of misalignment stroke within a smaller range of spring stiffness. When the initial load-bearing ratio of the spring is large, a larger spring stiffness is also required. Therefore, there is a certain mutual restriction relationship among the initial load-bearing ratio of the spring, the misalignment stroke, and the spring stiffness. In practical applications, specific situations should be considered.

[0070] To ensure that the horizontal misalignment displacement y1 of the fault is equal to the horizontal adjustment displacement y2 of the control system, the radius r1 of the horizontal adjustment pinion 2233, the radius r2 of the horizontal adjustment bevel gear 224, the radius r3 of the horizontal adjustment pinion 2251, and the lead s1 of the horizontal adjustment ball screw 225 should satisfy a certain transmission ratio relationship:

[0071]

[0072] Among them, the horizontal adjustment pinion 2233 and the horizontal adjustment bevel gear 224 are coaxial.

[0073] Similarly, to ensure that the vertical misalignment displacement z1 of the fault is equal to the vertical adjustment displacement z2 of the control system, the radius of the vertical adjustment bevel gear should be equal to the radii of the first vertical adjustment gear 2171 and the second vertical adjustment gear 2172 (the vertical adjustment bevel gear is coaxial with the first vertical adjustment gear 2171), which is one-fourth of the length of the segment lining; the vertical adjustment bevel gear; the radii r4 of the first vertical adjustment bevel gear 2161 and the second vertical adjustment bevel gear 2162 and the lead s2 of the vertical adjustment ball screw 216 should satisfy a certain transmission ratio relationship:

[0074]

[0075] Other parts not described are all prior art.

Claims

1. Cross-living fault tunnel shock-absorbing spring and gear cooperation anti-breaking and dislocation control system, including multiple sections of linings (1) connected in sequence. The first section of the lining (1) is a fixed lining, and the subsequent linings (1) are segmented linings. It is characterized in that: Each section of the lining (1) includes a subgrade floor slab (11) at the inner bottom of the lining (1), a curb (12) on the inner wall of the lining (1), a subgrade (13) on the inner wall of the curb (12), and a track slab (14) inside the subgrade (13) and above the subgrade floor slab (11). It further includes an adaptive anti-fracture and dislocation track system (2), and the adaptive anti-fracture and dislocation track system (2) includes multiple groups of vertical adjustment systems (21). Each group of the vertical adjustment systems (21) includes a vertical adjustment guide plate (211) on the subgrade floor slab (11), two lower wedges (212) installed at intervals along the axial direction on the vertical adjustment guide plate (211), an upper wedge (213) with a bottom inclined surface matching the top inclined surfaces of the two lower wedges (212), a vertical linear guide (214) installed at the axial end of the subgrade (13) of each section of the lining (1), a vertical adjustment toothed plate (215) sleeved on the vertical linear guide (214) and slidably connected to the vertical linear guide (214) in the vertical direction, and two vertical adjustment positive and negative ball screws (216) axially arranged at the left and right ends of the vertical adjustment guide plate (211). Both the left and right ends of the lower wedge (212) are movably connected to a vertical adjustment positive and negative ball screw (216); one end of the vertical adjustment positive and negative ball screw (216) is meshed with a first vertical adjustment bevel gear (2161) and a first vertical adjustment gear (2171), the other end of the vertical adjustment positive and negative ball screw (216) is meshed with a second vertical adjustment bevel gear (2162) and a second vertical adjustment gear (2172), the first vertical adjustment gear (2171) is meshed with the second vertical adjustment gear (2172), the first vertical adjustment gear (2171) is meshed with the vertical adjustment toothed plate (215) of the subgrade (13) of the previous section of the lining (1), and the second vertical adjustment gear (2172) is meshed with the vertical adjustment toothed plate (215) of the subgrade (13) of this section of the lining (1). A plurality of load-bearing springs (3) are arranged on the vertical adjustment guide plate (211) between the two lower wedges (212), the top of the load-bearing spring (3) is connected to the upper wedge (213); the top of the upper wedge (213) is connected to the track slab (14).

2. The shock-absorbing spring and gear matching anti-fracture and dislocation regulation system for cross-active fault tunnels according to claim 1, characterized in that: The adaptive anti-fracture and dislocation track system (2) further includes multiple groups of horizontal adjustment systems (22), and each group of the horizontal adjustment systems (22) includes a horizontal adjustment guide plate (221) with the bottom connected to the upper wedge (213) and the side connected to the subgrade (13), a horizontal adjustment rack (222) installed at the axial end of the horizontal adjustment guide plate (221) of each section of the lining (1), a first horizontal adjustment gear (2231) on the horizontal adjustment guide plate (221), a second horizontal adjustment gear (2232) on the horizontal adjustment guide plate (221), a horizontal adjustment large bevel gear (224) on the horizontal adjustment guide plate (221), and a horizontal adjustment ball screw (225) arranged horizontally on the side plate of the horizontal adjustment guide plate (221). The first horizontal adjustment gear (2231) meshes with the horizontal adjustment rack (222) on the previous segment lining (1), the second horizontal adjustment gear (2232) meshes with the first horizontal adjustment gear (2231), the horizontal adjustment rack (222) on this segment lining (1) meshes with the second horizontal adjustment gear (2232), and both the first horizontal adjustment gear (2231) and the second horizontal adjustment gear (2232) mesh with the large horizontal adjustment bevel gear (224); The horizontal adjustment ball screw (225) meshes with the large horizontal adjustment bevel gear (224) through the small horizontal adjustment bevel gear (2251); the bottom of the track slab (14) is movably connected to the horizontal adjustment ball screw (225).

3. The self-adaptive pure mechanical anti-fault-displacement track structure for a cross-active-fault tunnel according to claim 2, wherein: The horizontal adjustment ball screw (225) is connected to the side plate of the horizontal adjustment guide plate (221) through a pin (2211).

4. The self-adaptive pure mechanical anti-fault-displacement track structure for cross-active-fault tunnels according to claim 2, characterized in that: A horizontal adjustment guide rail (226) is arranged between the side plates at the left and right ends of the horizontal adjustment guide plate (221), and the bottom of the track slab (14) is slidably connected to the horizontal adjustment guide rail (226) through a horizontal adjustment slider (2261).

5. The self-adaptive pure mechanical anti-breaking and fault-displacement track structure for a cross-active-fault tunnel according to claim 1, characterized in that: There are six load-bearing springs (3).

6. The self-adaptive pure mechanical anti-fault dislocation track structure for cross-active fault tunnels according to claim 5, characterized in that: The lower wedge block (212) is a right trapezoidal prism structure with the short side facing the load-bearing spring (3) and the inclined surface upward; the upper wedge block (213) is a trapezoidal prism with the short side facing downward, and the bottom surface of the upper wedge block (213) is connected to the load-bearing spring (3).

7. The self-adaptive pure mechanical anti-fault-displacement track structure for cross-active-fault tunnels according to claim 6, wherein: A limiting groove (2121) is formed at one end of the short side of the lower wedge block (212) facing the load-bearing spring (3) corresponding to the load-bearing spring (3), and a lower wedge block groove (2122) along the axial direction is formed on the side surface of the lower wedge block (212). The vertical adjustment positive and negative ball screw (216) is located in the lower wedge block groove (2122); a first subgrade groove (131) is formed at the axial end of the subgrade (13), and a second subgrade groove (132) is formed on the inner side surface of the subgrade (13). The vertical linear guide rail (214) is located in the first subgrade groove (131), and the first vertical adjustment gear (2171) and the second vertical adjustment gear (2172) are located in the second subgrade groove (132).

8. Adaptive anti - fault - dislocation method of the shock - absorbing spring and gear cooperation anti - fault - dislocation control system for tunnels crossing active faults, characterized in that, It includes the following steps: Step 1, when the fault dislocates, causing the tunnel to deform and the lining (1) to have a vertical dislocation: When the vertical dislocation drives the subgrade floor (11) to move vertically, on the one hand, taking the stationary lining as the reference, through the vertical adjustment tooth plate (213) of the stationary lining, the first vertical adjustment gear (2171), the second vertical adjustment gear (2172), and the vertical adjustment tooth plate (213) of the next section of the lining (1) are driven in sequence, thus ensuring that the reference for the adjustment of each section of the lining remains unchanged; on the other hand, the first vertical adjustment gear (2171) drives the vertical adjustment positive and negative ball screw (216) to rotate through the first vertical adjustment bevel gear (2161). The vertical adjustment positive and negative ball screw (216) opens and closes through two lower wedges (212), and the upper wedge (213) slides along the inclined surface of the lower wedge (212), thereby driving the vertical movement of the track slab (14). By ensuring that the vertical adjustment displacement is equal to the vertical dislocation displacement and the vertical adjustment displacement is equal to the lining dislocation amount, the absolute positions of the track slab (14) and the horizontal adjustment system (22) do not change. Step 2, when the fault dislocates, causing the tunnel to deform and the lining (1) to have a horizontal dislocation: The horizontal dislocation of the lining (1) drives the curb (12), the subgrade (13), and the horizontal adjustment guide plate (221) to have a horizontal dislocation; on the one hand, the horizontal adjustment rack (222) is kept in an absolute fixed position by the engagement of the first horizontal adjustment gear (2231) of this section of the lining (1) with the horizontal adjustment rack (222) on the previous section of the lining (1) and the engagement of the second horizontal adjustment gear (2232) with the horizontal adjustment rack (222) on this section of the lining (1). On the other hand, through the first horizontal adjustment gear (2231) and the second horizontal adjustment gear (2232), the horizontal adjustment ball screw (225) is driven to rotate through the horizontal adjustment large bevel gear (224) and the horizontal adjustment small bevel gear (2251) in sequence, thereby driving the horizontal movement of the track slab (14), ensuring that the adjustment displacement is equal to the horizontal dislocation displacement, and achieving real-time horizontal adjustment.

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