Active fault crossing tunnel / cave self-adaptive pure mechanical fault-fault-resistant regulation and control structure and method

Abstract

The invention discloses a self-adaptive pure mechanical fault-fault-resistant regulation and control structure for a tunnel / hole crossing an active fault, and relates to the technical field of design, construction and operation of tunnel / hole 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 vertical adjusting system comprises a vertical adjusting guide plate, a vertical linear guide rail and a vertical adjusting toothed 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 and fault-resistant method of the self-adaptive pure mechanical fault-resistant and fault-resistant regulation and control structure across the active fault tunnel / hole.

Description

Technical Field

[0001] The present invention relates to the technical fields of design, construction, and operation of tunnel / cavern engineering. More specifically, it is a cross-active fault tunnel / cavern self-adaptive pure mechanical anti-fracture and dislocation regulation structure. The present invention also relates to a self-adaptive anti-fracture and dislocation method for such a cross-active fault tunnel / cavern self-adaptive pure mechanical anti-fracture and dislocation regulation structure. Background Art

[0002] To adapt to China's booming economy, large-scale construction of transportation infrastructure, including highways and railways, is required. However, these projects usually have to pass through mountains and ranges, and the main way to cross is through tunnels / caverns.

[0003] China is located between the Circum-Pacific seismic belt and the Eurasian seismic belt. The fault activities between these two seismic belts are frequent, making China one of the countries with frequent earthquakes. Especially for high-speed railways, the deformation requirements of tunnels / caverns and the track structures therein are extremely strict. Therefore, fault activities may have a significant impact on tunnels / caverns and their internal structures.

[0004] Therefore, corresponding measures must be taken to ensure that high-speed railway tunnels / caverns can be self-adaptive, anti-fracture, and meet the strict operation standards of high-speed railways under the complex movement of active fault zones. Summary of the Invention

[0005] The first object of the present invention is to solve the problem of track unevenness in railway tunnels / caverns caused by the complex movement forms of active fault zones. Through a pure mechanical transmission method, the self-adaptive reset of the track under the dislocation of the cross-active fault tunnel / cavern is realized, and a cross-active fault tunnel / cavern self-adaptive pure mechanical anti-fracture and dislocation regulation structure is provided.

[0006] The second object of the present invention is to provide a self-adaptive anti-fracture and dislocation method for such a cross-active fault tunnel / cavern self-adaptive pure mechanical anti-fracture and dislocation regulation structure.

[0007] To achieve the above first object, the technical solution of the present invention is: a cross-active fault tunnel / cavern self-adaptive pure mechanical anti-fracture and dislocation regulation structure, including 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 curb floor located at the inner bottom of the lining, a curb located on the inner wall of the lining, a roadbed located on the inner wall of the curb, and a track slab located inside the curb and above the curb floor;

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

[0009] Each of the vertical adjustment systems includes a vertical adjustment guide plate located at the top of the curb bottom plate and connected to the top of the curb bottom plate, a vertical linear guide rail connected to the axial end of the vertical adjustment guide plate, and a vertical adjustment toothed plate sleeved on the vertical linear guide rail and slidably connected to the vertical linear guide rail;

[0010] Two wedge plates are slidably connected along the axial direction at the top of the vertical adjustment guide plate. Lower wedges are provided at both the left and right ends of the wedge plates. The inclined surface at the top of the lower wedge is slidably connected to the inclined surface at the bottom of the upper wedge, and the top of the upper wedge is connected to the track plate;

[0011] A bracket is slidably connected horizontally on the vertical adjustment guide plate between the two wedge plates, and a bracket is slidably connected horizontally to the wedge plate

[0012] A first vertical adjustment gear and a second vertical adjustment gear are provided on the bracket. The first vertical adjustment gear and the second vertical adjustment gear are meshed. The first vertical adjustment gear is meshed with the vertical adjustment toothed plate on the previous lining segment, and the second vertical adjustment gear is meshed with the vertical adjustment toothed plate on the current lining segment;

[0013] One end of the vertical adjustment positive and negative ball screw is connected to the bracket on one wedge plate, and the other end is connected to the bracket on the other wedge plate; The first vertical adjustment gear is meshed with the vertical adjustment positive and negative ball screw through a vertical adjustment bevel gear.

[0014] In the above technical solution, the self-adaptive anti-breakage and dislocation track system further includes multiple groups of horizontal adjustment systems. Each of the horizontal adjustment systems includes a horizontal adjustment guide plate with the bottom connected to the upper wedge and the side connected to the roadbed, a horizontal adjustment rack located on the horizontal adjustment guide plate, 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;

[0015] 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 the current 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;

[0016] 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 plate is movably connected to the horizontal adjustment ball screw.

[0017] In the above technical solution, a side baffle is provided between the roadbed and the horizontal adjustment guide plate, and the bottom of the side baffle is connected to the curb bottom plate;

[0018] In the above technical solution, a side baffle rotating shaft is arranged on the outer side of the side baffle; the roadbed is sleeved on the side baffle rotating shaft, the bottom of the roadbed is arc-shaped, and the road edge bottom plate is slidably connected to the bottom of the roadbed.

[0019] 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.

[0020] In the above technical solution, a lower wedge block chute is arranged on the top inclined surface of the lower wedge block, and an upper wedge block slide rail matching the lower wedge block chute is arranged on the bottom inclined surface of the upper wedge block.

[0021] In the above technical solution, the lower wedge block is a right trapezoid with an upward inclined surface, the upper wedge block is a triangular prism with a downward inclined surface, and two lower wedge blocks correspond to one upper wedge block.

[0022] In the above technical solution, a bracket limit groove is arranged on the top of the bracket; the connecting block of the vertical adjustment forward and reverse ball screw is located in the bracket limit groove; the vertical linear guide rail is connected to the vertical adjustment toothed plate through a vertical slider.

[0023] 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.

[0024] In order to achieve the above second object, the technical solution of the present invention is: an adaptive anti-breaking and dislocation control method for a cross-active fault tunnel / hole self-adaptive pure mechanical anti-breaking and dislocation control structure, which is characterized by including the following steps:

[0025] Step 1, when the fault moves, causing the tunnel / hole to deform and the lining to have a vertical dislocation: the vertical dislocation of the lining in this section drives the vertical movement of the road edge bottom plate, thereby causing the vertical movement of the horizontal adjustment guide plate on the vertical adjustment guide plate; on the one hand, through the meshing of the first vertical adjustment gear of the lining in this section with the vertical adjustment toothed plate of the upper section of the lining and the meshing of the second vertical adjustment gear of this section with the vertical adjustment toothed plate of the lining in this section, the vertical adjustment toothed plate is kept in an absolute fixed position, and on the other hand, the first vertical adjustment gear drives the vertical adjustment forward and reverse ball screw to rotate through the vertical adjustment bevel gear, and the vertical adjustment forward and reverse ball screw drives two vertical adjustment guide plates to open and close through the connecting block, so that the lower wedge blocks on the two vertical adjustment guide plates are opened and closed at equal distances, and the upper wedge block slides along the inclined surface of the lower wedge block, thereby driving the vertical movement of the track plate, and by ensuring that the vertical adjustment displacement is equal to the vertical dislocation displacement, real-time vertical adjustment is achieved;

[0026] Step 2, when the fault dislocates, causing deformation of the tunnel / cave and horizontal dislocation of the lining: the horizontal dislocation of the lining drives the curb, subgrade, and side baffle to have horizontal dislocation; on the one hand, the first horizontal adjustment gear of the current lining section meshes with the horizontal adjustment rack on the previous lining section, and the second horizontal adjustment gear of the current lining section meshes with the horizontal adjustment rack on the current lining section to keep the horizontal adjustment rack in an absolute fixed position. On the other hand, the first horizontal adjustment gear and the second horizontal adjustment gear drive the horizontal adjustment ball screw to rotate through the horizontal adjustment large bevel gear and the horizontal adjustment small bevel gear in sequence, thereby driving the horizontal movement of the track slab, ensuring that the adjustment displacement is equal to the horizontal dislocation displacement, achieving real-time horizontal adjustment;

[0027] Step 3, to ensure that the horizontal adjustment and vertical adjustment do not affect each other, install a side baffle rotating shaft on the side baffle, the subgrade is sleeved on the side baffle rotating shaft, the bottom of the subgrade is arc-shaped, install universal wheels at the bottom of the subgrade, and the curb bottom plate is slidably connected to the bottom of the subgrade. Through such a suspension structure, the vertical adjustment system is always kept in the vertical direction.

[0028] Compared with the prior art, the advantages of the present invention are as follows:

[0029] 1) The present invention realizes accurate adaptive anti-fracture dislocation adjustment through the vertical adjustment system and the horizontal adjustment system.

[0030] 2) In order to ensure that the horizontal and vertical adjustments do not affect each other, the present invention installs a side baffle rotating shaft on the side baffle, the subgrade is sleeved on the side baffle rotating shaft, the bottom of the subgrade is arc-shaped, installs universal wheels at the bottom of the subgrade, and the curb bottom plate is slidably connected to the bottom of the subgrade. Through such a suspension structure, the vertical adjustment system is always kept in the vertical direction. BRIEF DESCRIPTION OF THE DRAWINGS

[0031] Figure 1 It is a schematic diagram of the fault dislocation and the structure of the present invention.

[0032] Figure 2 It is a control flow chart of the present invention.

[0033] Figure 3 It is a schematic diagram of the structure of the present invention.

[0034] Figure 4 For Figure 3 The top view.

[0035] Figure 5 For Figure 3 The left view.

[0036] Figure 6 For Figure 3 The right view.

[0037] Figure 7This is the internal structure diagram of the adaptive anti-breaking and dislocation track system in the present invention.

[0038] Figure 8 This is the structural schematic diagram of the vertical adjustment system.

[0039] Figure 9 This is the connection relationship diagram of the vertical adjustment tooth plate, the first vertical adjustment gear, the second vertical adjustment gear, and the vertical adjustment positive and negative ball screws.

[0040] Figure 10 This is the structural schematic diagram of the bracket.

[0041] Figure 11 This is the structural schematic diagram of the bracket.

[0042] Figure 12 This is the structural schematic diagram of the horizontal adjustment system.

[0043] Figure 13 This is the structural schematic diagram of the horizontal adjustment guide plate.

[0044] Among them, 1 - lining, 11 - curb floor, 111 - bracket slide rail, 112 - vertical adjustment guide plate slide rail, 12 - curb, 13 - subgrade, 14 - track slab, 15 - side baffle, 151 - side baffle rotation axis, 16 - track, 2 - adaptive anti-breaking and dislocation track system, 21 - vertical adjustment system, 211 - vertical adjustment guide plate, 212 - vertical linear guide rail, 2121 - vertical slider, 213 - vertical adjustment tooth plate, 214 - bracket, 2141 - bracket column, 215 - bracket, 2151 - bracket limit groove, 2161 - first vertical adjustment gear, 2162 - second vertical adjustment gear, 217 - vertical adjustment positive and negative ball screw, 2171 - connecting block, 218 - vertical adjustment bevel gear, 2181 - vertical adjustment small bevel gear, 219 - wedge block plate, 2191 - lower wedge block, 2192 - upper wedge block, 2193 - lower wedge block chute, 2194 - upper wedge block slide rail, 2195 - bracket slide rail, 22 - horizontal adjustment system, 221 - horizontal adjustment guide plate, 2211 - bolt, 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, x - axial direction, y - horizontal direction, z - vertical direction. Detailed implementation manners

[0045] The following will describe in detail the implementation of the present invention in conjunction with the accompanying drawings. However, they do not constitute a limitation to the present invention and are only for illustration purposes. At the same time, the advantages of the present invention will become clearer and easier to understand through the description.

[0046] Referring to the attached drawings, it can be seen that the cross-active fault tunnel / hole adaptive pure mechanical anti-fault displacement regulation structure 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 curb bottom plate 11 located at the inner bottom of the lining 1, a curb 12 located on the inner wall of the lining 1, a roadbed 13 located on the inner wall of the curb 12, and a track slab 14 located inside the curb 12 and above the curb bottom plate 11;

[0047] It also includes an adaptive anti-fault displacement track system 2, and the adaptive anti-fault displacement track system 2 includes multiple groups of vertical adjustment systems 21;

[0048] Each group of the vertical adjustment systems 21 includes a vertical adjustment guide plate 211 located at the top of the curb bottom plate 11 and connected to the top of the curb bottom plate 11, a vertical linear guide rail 212 connected to the axial end of the vertical adjustment guide plate 211, and a vertical adjustment toothed plate 213 sleeved on the vertical linear guide rail 212 and slidably connected to the vertical linear guide rail 212;

[0049] Two wedge plates 219 are slidably connected along the axial direction at the top of the vertical adjustment guide plate 211. Lower wedges 2191 are provided at both the left and right ends of the wedge plates 219. The top inclined surface of the lower wedge 2191 is slidably connected to the bottom inclined surface of the upper wedge 2192, and the top of the upper wedge 2192 is connected to the track slab 14;

[0050] A bracket 214 is slidably connected in the horizontal direction on the vertical adjustment guide plate 211 between the two wedge plates 219, and a bracket 215 is slidably connected in the horizontal direction to the wedge plates 219

[0051] A first vertical adjustment gear 2161 and a second vertical adjustment gear 2162 are provided on the bracket 214. The first vertical adjustment gear 2161 and the second vertical adjustment gear 2162 are meshed. The first vertical adjustment gear 2161 is meshed with the vertical adjustment toothed plate 213 on the previous section of the lining 1, and the second vertical adjustment gear 2162 is meshed with the vertical adjustment toothed plate 213 on this section of the lining 1;

[0052] One end of a vertical adjustment positive and negative ball screw 217 is connected to the bracket 215 on one wedge plate 219, and the other end is connected to the bracket 215 on the other wedge plate 219; the first vertical adjustment gear 2161 is meshed with the vertical adjustment positive and negative ball screw 217 through a vertical adjustment bevel gear 218.

[0053] The adaptive anti-breaking and dislocation track system 2 further includes multiple groups of horizontal adjustment systems 22. Each group of the horizontal adjustment systems 22 includes a horizontal adjustment guide plate 221 with its bottom connected to the upper wedge block 2192 and its side connected to the roadbed 13, a horizontal adjustment rack 222 located on the horizontal adjustment guide plate 221, 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;

[0054] The first horizontal adjustment gear 2231 meshes with the horizontal adjustment rack 222 on the previous lining 1. The second horizontal adjustment gear 2232 meshes with the first horizontal adjustment gear 2231. The horizontal adjustment rack 222 on the current lining 1 meshes with the second horizontal adjustment gear 2232. Both the first horizontal adjustment gear 2231 and the second horizontal adjustment gear 2232 mesh with the horizontal adjustment large bevel gear 224;

[0055] The horizontal adjustment ball screw 225 meshes with the horizontal adjustment large bevel gear 224 through a horizontal adjustment small bevel gear 2251. The bottom of the track slab 14 is movably connected to the horizontal adjustment ball screw 225.

[0056] A side baffle 15 is arranged between the roadbed 13 and the horizontal adjustment guide plate 221. The bottom of the side baffle 15 is connected to the curb bottom plate 11;

[0057] A side baffle rotating shaft 151 is arranged on the outer side of the side baffle 15. The roadbed 13 is sleeved on the side baffle rotating shaft 151. The bottom of the roadbed 13 is arc-shaped. The curb bottom plate 11 is slidably connected to the bottom of the roadbed 13.

[0058] The horizontal adjustment ball screw 225 is connected to the side plate of the horizontal adjustment guide plate 221 through a pin 2211.

[0059] A lower wedge block chute 2193 is arranged on the top inclined surface of the lower wedge block 2191. An upper wedge block slide rail 2194 matching the lower wedge block chute 2193 is arranged on the bottom inclined surface of the upper wedge block 2192.

[0060] The lower wedge block 2191 is a right trapezoid with an upward inclined surface. The upper wedge block 2192 is a triangular prism with a downward inclined surface. Two lower wedge blocks 2191 correspond to one upper wedge block 2192.

[0061] A bracket limit groove 2151 is provided at the top of the bracket 215, and the connection block 2171 of the vertical adjustment positive and negative ball screw 217 is located in the bracket limit groove 2151; the vertical linear guide 212 is connected to the vertical adjustment toothed plate 213 through a vertical slider 2121.

[0062] A horizontal adjustment guide rail 226 is provided 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.

[0063] An adaptive anti-breaking and faulting method for a cross-active fault tunnel / hole self-adaptive pure mechanical anti-breaking and faulting control structure, characterized by comprising the following steps:

[0064] Step 1, when the fault dislocates, causing the tunnel / hole to deform and the lining 1 to have a vertical dislocation: the vertical dislocation of the lining 1 in this section drives the vertical movement of the curb bottom plate 11, thereby causing the vertical movement of the horizontal adjustment guide plate 221 on the vertical adjustment guide plate 211; on the one hand, through the meshing of the first vertical adjustment gear 2161 of the lining 1 in this section with the vertical adjustment toothed plate 213 of the previous section of the lining 1 and the meshing of the second vertical adjustment gear 2162 of this section with the vertical adjustment toothed plate 213 of the lining 1 in this section, the vertical adjustment toothed plate 213 is kept in an absolute position; on the other hand, the first vertical adjustment gear 2161 drives the vertical adjustment positive and negative ball screw 217 to rotate through the vertical adjustment bevel gear 218, and the vertical adjustment positive and negative ball screw 217 drives the two vertical adjustment guide plates 211 to open and close through the connection block 2171, so that the lower wedges 2191 on the two vertical adjustment guide plates 211 are opened and closed at equal distances, and the upper wedge 2192 slides along the inclined surface of the lower wedge 2191, thereby driving the vertical movement of the track plate 14. By ensuring that the vertical adjustment displacement is equal to the vertical dislocation displacement, real-time vertical adjustment is achieved;

[0065] Step 2, when the fault dislocates, causing the tunnel / hole to deform and the lining 1 to have a horizontal dislocation: the horizontal dislocation of the lining 1 drives the horizontal dislocation of the curb 12, the roadbed 13, and the side baffle 15; on the one hand, through the meshing of the first horizontal adjustment gear 2231 of the lining 1 in this section with the horizontal adjustment rack 222 on the previous section of the lining 1 and the meshing of the second horizontal adjustment gear 2232 of this section with the horizontal adjustment rack 222 on the lining 1 in this section, the horizontal adjustment rack 222 is kept in an absolute position; on the other hand, through the first horizontal adjustment gear 2231 and the second horizontal adjustment gear 2232, the horizontal adjustment large bevel gear 224 and the horizontal adjustment small bevel gear 2251 are driven in sequence to drive the horizontal adjustment ball screw 225 to rotate, thereby driving the horizontal movement of the track plate 14, ensuring that the adjustment displacement is equal to the horizontal dislocation displacement, and achieving real-time horizontal adjustment;

[0066] Step 3, when the fault moves, causing the tunnel / cavity to deform and the lining 1 to have an axial displacement: use a rail expansion joint (reference: [Chinese Utility Model] CN200720173517.6 Rail Expansion Joint) for adjustment; in order not to affect the horizontal and vertical adjustments, a telescopic bushing is designed at parts such as the cross-link and push rod;

[0067] Step 4, in order to ensure that the horizontal adjustment and vertical adjustment do not affect each other, a side baffle rotating shaft 151 is installed on the side baffle 15, the subgrade 13 is sleeved on the side baffle rotating shaft 151, the bottom of the subgrade 13 is arc-shaped, universal wheels are installed at the bottom of the subgrade 13, and the curb bottom plate 11 is slidably connected to the bottom of the subgrade 13. Through such a suspension structure, the vertical adjustment system 21 always remains in the vertical direction.

[0068] In actual use, bracket slide rails 2195 that are slidably connected to the bracket 215 are provided on both of the two wedge plates 219, bracket slide rails 111 that are slidably connected to the bracket 214 are provided on the curb bottom plate 11, and vertical adjustment guide plate slide rails 112 that are slidably connected to the vertical adjustment guide plate 211 are axially provided at both left and right ends of the curb bottom plate 11.

[0069] The bracket 214 is T-shaped, and two bracket columns 2141 for installing the first vertical adjustment gear 2161 and the second vertical adjustment gear 2162 are provided on the bracket 214.

[0070] Three horizontal adjustment guide plate columns 2212 for installing the first horizontal adjustment gear 2231, the second horizontal adjustment gear 2232, and the horizontal adjustment large bevel gear 224 are provided on the horizontal adjustment guide plate 221.

[0071] In order to ensure that the horizontal displacement y1 of the fault in the horizontal direction is equal to the horizontal adjustment displacement y2 of the control system, the radii r1 of the first horizontal adjustment gear 2231 and the second horizontal adjustment gear 2232, the radius r2 of the horizontal adjustment large bevel gear 224, the radius r3 of the horizontal adjustment small bevel gear 2251, and the lead s1 of the horizontal adjustment ball screw 225 should satisfy a certain transmission ratio relationship:

[0072]

[0073] Similarly, in order to ensure that the vertical 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 218 should be equal to the radii of the first vertical adjustment gear 2161 and the second vertical adjustment gear 2162. The vertical adjustment bevel gear 218 and the first vertical adjustment gear 2161 are coaxial and are one-fourth of the length of the segmented lining. The radius r4 of the vertical adjustment small bevel gear 2181 and the lead s2 of the vertical adjustment positive and negative ball screw 217 should satisfy a certain transmission ratio relationship:

[0074]

[0075] Other parts not described belong to the prior art.

Claims

1. Cross-living-fault tunnel / cavity adaptive pure mechanical anti-breaking and fault-regulation structure, 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 curb bottom plate (11) located at the inner bottom of the lining (1), a curb (12) located on the inner wall of the lining (1), a roadbed (13) located on the inner wall of the curb (12), and a track slab (14) located inside the curb (12) and above the curb bottom plate (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) located at the top of the curb bottom plate (11) and connected to the top of the curb bottom plate (11), a vertical linear guide (212) connected to the axial end of the vertical adjustment guide plate (211), and a vertical adjustment toothed plate (213) sleeved on the vertical linear guide (212) and slidably connected to the vertical linear guide (212); Two wedge plates (219) are slidably connected along the axial direction at the top of the vertical adjustment guide plate (211). Lower wedges (2191) are provided at both the left and right ends of the wedge plates (219). The top inclined surface of the lower wedge (2191) is slidably connected to the bottom inclined surface of the upper wedge (2192), and the top of the upper wedge (2192) is connected to the track slab (14); A bracket (214) is slidably connected horizontally on the vertical adjustment guide plate (211) between the two wedge plates (219), and a bracket (215) is slidably connected horizontally to the wedge plates (219) The bracket (214) is provided with a first vertical adjustment gear (2161) and a second vertical adjustment gear (2162). The first vertical adjustment gear (2161) and the second vertical adjustment gear (2162) are meshed. The first vertical adjustment gear (2161) is meshed with the vertical adjustment toothed plate (213) on the previous section of the lining (1), and the second vertical adjustment gear (2162) is meshed with the vertical adjustment toothed plate (213) on this section of the lining (1); One end of a vertical adjustment positive and negative ball screw (217) is connected to the bracket (215) on one wedge plate (219), and the other end is connected to the bracket (215) on the other wedge plate (219); The first vertical adjustment gear (2161) is meshed with the vertical adjustment positive and negative ball screw (217) through a vertical adjustment bevel gear (218).

2. The cross-active fault tunnel / cavity adaptive pure mechanical anti-fracture and dislocation control structure 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). Each group of the horizontal adjustment systems (22) includes a horizontal adjustment guide plate (221) with the bottom connected to the upper wedge (2192) and the side connected to the roadbed (13), a horizontal adjustment rack (222) located on the horizontal adjustment guide plate (221), 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); The first horizontal adjustment gear (2231) meshes with the horizontal adjustment rack (222) on the previous segment of the lining (1). The second horizontal adjustment gear (2232) meshes with the first horizontal adjustment gear (2231). The horizontal adjustment rack (222) on this segment of the lining (1) meshes with the second horizontal adjustment gear (2232). 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 a 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 cross-active fault tunnel / cavity adaptive pure mechanical anti-fault rupture regulation structure according to claim 2, wherein: A side baffle (15) is arranged between the subgrade (13) and the horizontal adjustment guide plate (221). The bottom of the side baffle (15) is connected to the curb bottom plate (11).

4. The cross-active-fault tunnel / cavity self-adaptive pure mechanical anti-fracture and dislocation regulation structure according to claim 3, characterized in that: A side baffle rotating shaft (151) is arranged on the outer side of the side baffle (15). The subgrade (13) is sleeved on the side baffle rotating shaft (151). The bottom of the subgrade (13) is arc-shaped. The curb bottom plate (11) is slidably connected to the bottom of the subgrade (13).

5. The cross-active-fault tunnel / cavity self-adaptive pure mechanical anti-fracture and dislocation control structure 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).

6. The cross-active fault tunnel / cavity adaptive pure mechanical anti-fault rupture regulation structure according to claim 1, wherein: A lower wedge block chute (2193) is arranged on the top inclined surface of the lower wedge block (2191). An upper wedge block slide rail (2194) that matches the lower wedge block chute (2193) is arranged on the bottom inclined surface of the upper wedge block (2192).

7. The cross-active fault tunnel / cavity adaptive pure mechanical anti-breaking and fault regulation structure according to claim 6, wherein: The lower wedge block (2191) is a right trapezoid with an upward inclined surface. The upper wedge block (2192) is a triangular prism with a downward inclined surface. Two lower wedge blocks (2191) correspond to one upper wedge block (2192).

8. The cross-active fault tunnel / cavity adaptive pure mechanical anti-fracture and dislocation regulation structure according to claim 1, characterized in that: A bracket limit groove (2151) is arranged on the top of the bracket (215). The connecting block (2171) of the vertical adjustment positive and negative ball screw (217) is located in the bracket limit groove (2151). The vertical linear guide rail (212) is connected to the vertical adjustment toothed plate (213) through a vertical slider (2121).

9. The cross-active fault tunnel / cavity adaptive pure mechanical anti-breaking and fault regulation structure 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). The bottom of the track slab (14) is slidably connected to the horizontal adjustment guide rail (226) through a horizontal adjustment slider (2261).

10. Adaptive anti - fault - dislocation method of the adaptive pure - mechanical anti - fault - dislocation control structure for tunnels / caves crossing active faults, characterized in that Including the following steps: Step 1, when the fault dislocates, causing the tunnel / cavity to deform and the lining (1) to have a vertical dislocation: The vertical dislocation of the lining (1) in this section drives the vertical movement of the curb floor (11), thereby causing the horizontal adjustment guide plate (221) on the vertical adjustment guide plate (211) to move vertically; on the one hand, through the engagement of the first vertical adjustment gear (2161) of the lining (1) in this section with the vertical adjustment tooth plate (213) of the previous section of the lining (1) and the engagement of the second vertical adjustment gear (2162) of the lining (1) in this section with the vertical adjustment tooth plate (213) of the lining (1) in this section, the vertical adjustment tooth plate (213) is kept in an absolute fixed position. On the other hand, the first vertical adjustment gear (2161) drives the vertical adjustment positive and negative ball screw (217) to rotate through the vertical adjustment bevel gear (218). The vertical adjustment positive and negative ball screw (217) drives the two vertical adjustment guide plates (211) to open and close through the connecting block (2171), so that the lower wedges (2191) on the two vertical adjustment guide plates (211) are opened and closed at equal distances, and the upper wedges (2192) slide along the inclined surfaces of the lower wedges (2191), thereby driving the vertical movement of the track slab (14). By ensuring that the vertical adjustment displacement is equal to the vertical dislocation displacement, real-time vertical adjustment is achieved; Step 2, when the fault dislocates, causing the tunnel / cavity to deform and the lining (1) to have a horizontal dislocation: The horizontal dislocation of the lining (1) drives the horizontal dislocation of the curb (12), the roadbed (13), and the side baffle (15); on the one hand, through the engagement of the first horizontal adjustment gear (2231) of the lining (1) in this section with the horizontal adjustment rack (222) on the previous section of the lining (1) and the engagement of the second horizontal adjustment gear (2232) of the lining (1) in this section with the horizontal adjustment rack (222) on the lining (1) in this section, the horizontal adjustment rack (222) is kept in an absolute fixed position. 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 successively through the horizontal adjustment large bevel gear (224) and the horizontal adjustment small bevel gear (2251), 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; Step 3, in order to ensure that the horizontal adjustment and the vertical adjustment do not affect each other, a side baffle rotating shaft (151) is installed on the side baffle (15), the roadbed (13) is sleeved on the side baffle rotating shaft (151), the bottom of the roadbed (13) is arc-shaped, universal wheels are installed at the bottom of the roadbed (13), and the curb floor (11) is slidably connected to the bottom of the roadbed (13). Through such a suspension structure, the vertical adjustment system (21) is always kept in the vertical direction.

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