Active fault crossing tunnel spring and gear cooperation fault-resistant regulation and control test device and method

Abstract

The invention discloses an active fault crossing tunnel spring and gear cooperation fault-resistant regulation and control test device, and relates to the technical field of tunnel engineering design, construction and operation. The device sequentially comprises a base, a vertical motion simulation device and a self-adaptive anti-break track system from bottom to top, the vertical motion simulation device comprises a first supporting plate, two universal joints, a first hand wheel, a vertical screw rod, a hinge supporting block and a hinge; the self-adaptive fault-resistant track system comprises a lining and a vertical adjusting system. The device can independently simulate an axial dislocation action, a horizontal dislocation action, a vertical dislocation action and a rotary dislocation action of a fault, and can also simulate the axial dislocation action, the horizontal dislocation action, the vertical dislocation action or the rotary dislocation action at the same time; and self-adaptive resetting is realized through the self-adaptive fault-resistant track system. The invention also relates to a use method of the active fault crossing tunnel spring and gear cooperation fault-resistant regulation and control test device.

Description

Technical Field

[0001] The present invention relates to the technical field of tunnel engineering design, construction and operation. More specifically, it is a physical simulation test device for anti-fault displacement regulation that combines a shock-absorbing buffer spring and a rack and pinion drive for a cross-active fault tunnel. The present invention also relates to a method for using such a physical simulation test device for anti-fault displacement regulation that combines a shock-absorbing buffer spring and a rack and pinion drive for a cross-active fault tunnel. Background Art

[0002] In order to adapt to the booming development of China's economy, a large number of transportation infrastructure projects need to be built, including highways, railways, etc. The construction of these projects often inevitably has to cross mountains and ridges, and the main crossing method is tunnels.

[0003] China is located between the Circum-Pacific seismic belt and the Eurasian seismic belt. The fault activities in 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 and the track structures therein are very strict. Therefore, fault activities are likely to have a significant impact on tunnels and their internal structures. Corresponding measures must be taken to ensure that high-speed railway tunnels can adaptively resist fault displacement and meet the strict operation standards of high-speed railways under the complex movement forms of active fault zones.

[0004] Therefore, it is necessary to develop a test device and a method for using it that can effectively simulate the fault displacement of a cross-active fault tunnel, which combines a spring and a gear to resist fault displacement and regulate. Summary of the Invention

[0005] The first object of the present invention is to provide a test device for anti-fault displacement regulation that combines a spring and a gear for a cross-active fault tunnel in order to effectively simulate the complex movement of an active fault zone.

[0006] The second object of the present invention is to provide a method for using such a test device for anti-fault displacement regulation that combines a spring and a gear for a cross-active fault tunnel.

[0007] In order to achieve the above first object, the technical solution of the present invention is: A test device for anti-fault displacement regulation that combines a spring and a gear for a cross-active fault tunnel, characterized in that it sequentially includes a base, a vertical movement simulation device, and an adaptive anti-fault displacement track system from bottom to top;

[0008] The vertical movement simulation device includes multiple sections of first support plates spaced on the base, two universal joints fixed on the front of the first support plates, a first handwheel connected to the input end of the universal joints, a vertical screw rod connected to the output end of the universal joints, a hinge support block sleeved on the vertical screw rod, and a hinge connected to the hinge support block; one of the universal joints is fixed at the left end of the front of the first support plate, and the other universal joint is fixed at the right end of the front of the first support plate;

[0009] The adaptive anti-breaking and fault-tolerant track system includes multiple sections of linings connected in sequence and multiple groups of vertical adjustment systems. Among them, the lining of the first section is a fixed lining, and the subsequent linings are segmented linings. Each lining includes a curb on the inner wall of the lining, a roadbed on the inner wall of the curb, and a track slab on the inner side of the roadbed.

[0010] Each group of the vertical adjustment systems includes a vertical adjustment guide plate on the inner side of the roadbed, two lower wedges installed at intervals along the axial direction on the vertical adjustment guide plate, an upper wedge with a bottom slope matching the top slopes of the two lower wedges, a vertical linear guide installed at the axial end of the roadbed of each lining section, 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 right-left ball screws axially arranged at the left and right ends of the vertical adjustment guide plate.

[0011] Both the left and right ends of the lower wedge are movably connected to a vertical adjustment right-left ball screw; one end of the vertical adjustment right-left ball screw is meshed with a first vertical adjustment bevel gear through a first vertical adjustment gear, and the other end of the vertical adjustment right-left 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 roadbed of the previous lining section, and the second vertical adjustment gear is meshed with the vertical adjustment toothed plate of the roadbed of this lining section.

[0012] 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.

[0013] The first support plate matches the number of segmented linings in the lining, and the first support plate and the segmented linings correspond one by one. The hinge is connected to the bottom of the vertical adjustment guide plate.

[0014] In the above technical solution, a horizontal movement simulation device is further included. The horizontal movement simulation device includes multiple sections of second support plates and bottom lead screws arranged horizontally on the second support plates.

[0015] The bottom of the second support plate is connected to the base; one end of the bottom lead screw is connected to the back of the first support plate through a bottom lead screw slider, and the other end is connected to a second handwheel.

[0016] The second support plates match the number of the first support plates, and the first support plates and the second support plates correspond one by one.

[0017] The adaptive anti-breaking and fault-tolerant track system further includes multiple groups of horizontal adjustment systems. Each group of horizontal adjustment systems includes a horizontal adjustment guide plate with its bottom connected to the upper wedge block and its 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;

[0018] The first horizontal adjustment gear meshes with the horizontal adjustment rack on the previous lining segment. The second horizontal adjustment gear meshes with the first horizontal adjustment gear. The horizontal adjustment rack on the current lining segment meshes with the second horizontal adjustment gear. Both the first horizontal adjustment gear and the second horizontal adjustment gear mesh with the horizontal adjustment large bevel gear;

[0019] The horizontal adjustment ball screw meshes 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.

[0020] In the above technical solution, an axial motion simulation device is further included. The axial motion simulation device includes a first linear guide axially arranged on the front of the base and multiple connecting optical axes spaced on the back of the base;

[0021] One end of the connecting optical axis is connected to the third handwheel, and the other end is connected to the axial motion gear. The axial motion gear is connected to the second support plate through an axial motion rack. The second support plate is connected to the first linear guide through a first linear guide slider.

[0022] In the above technical solution, the hinge matching the universal joint fixed to the left end of the front of the first support plate is connected to the vertical adjustment guide plate through a second linear guide.

[0023] 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;

[0024] Horizontal adjustment guide rails are arranged between the side plates at the left and right ends of the horizontal adjustment guide plate. The bottom of the track slab is slidably connected to the horizontal adjustment guide rails through horizontal adjustment sliders;

[0025] There are six load-bearing springs.

[0026] In the above technical solution, the lower wedge block is a right trapezoidal prism structure with its short side facing the load-bearing spring and its inclined surface upward. The upper wedge block is a trapezoidal prism with its short side facing downwards, and the bottom surface of the upper wedge block is connected to the load-bearing spring.

[0027] In the above technical solution, the short side of the lower wedge block faces one end of the load-bearing spring, and a limiting groove is opened corresponding to the load-bearing spring. An axially extending lower wedge block groove 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. The vertical linear guide 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.

[0028] In the above technical solution, the universal joint is fixed to the front surface of the first support plate through a universal joint fixing block; a third linear guide is arranged on the second support plate, and a linear guide slider is arranged on the back surface of the first support plate. The third linear guide is connected to the linear guide slider.

[0029] In order to achieve the above second object, the technical solution of the present invention is: a method for using a test device for anti-fault dislocation regulation by cooperation of springs and gears in a cross-active fault tunnel, which is characterized by comprising the following steps:

[0030] Step 1: By rotating the third hand wheel, the third hand wheel drives the axial movement gear to rotate through the connecting optical axis. The axial movement gear drives the second support plate to move axially along the first linear guide on the base through the axial movement rack, so that the segmental lining corresponding to the second support plate moves axially, realizing the simulation of the axial dislocation action.

[0031] Step 2: By rotating the second hand wheel, the second hand wheel drives the bottom screw slider to move horizontally on the bottom screw through the bottom screw, so that the first support plate on the bottom screw slider moves horizontally, so that the segmental lining corresponding to the first support plate moves horizontally, realizing the simulation of the horizontal dislocation action.

[0032] Step 3: By rotating the first hand wheels of the two universal joints on the front surface of the first support plate, the first hand wheels drive the vertical screw to rotate through the universal joints. The vertical screw drives the hinge support block to move vertically on the vertical screw, so that the hinge opens and closes. The hinge drives the corresponding segmental lining to move vertically, thereby realizing the simulation of the vertical dislocation action.

[0033] By rotating the first hand wheel of one universal joint on the front surface of the first support plate, the first hand wheel drives the vertical screw to rotate through the universal joint. The vertical screw drives the hinge support block to move vertically on the vertical screw, so that the hinge opens and closes. The hinge drives the corresponding segmental lining to rotate, thereby realizing the simulation of the rotational dislocation action.

[0034] Step 4: Simultaneously perform Step 1, Step 2, and Step 3 to simultaneously realize the simulation of the axial dislocation action, the horizontal dislocation action, the vertical dislocation action, or the rotational dislocation action.

[0035] Compared with the prior art, the present invention has the following advantages:

[0036] Compared with the prior art, the advantages of the present invention are as follows:

[0037] 1) The present invention can separately simulate the axial dislocation action, horizontal dislocation action, vertical dislocation action, and rotational dislocation action of the fault, or can simultaneously simulate the axial dislocation action, horizontal dislocation action, vertical dislocation action, or rotational dislocation action; and is adaptively reset through the adaptive anti-fracture dislocation track system.

[0038] 2) The present invention realizes accurate adaptive anti-fracture dislocation adjustment through the vertical adjustment system and the horizontal adjustment system.

[0039] 3) The vertical adjustment system and the horizontal adjustment system of the present invention are nested with each other, considering the coupling effect when the horizontal and vertical adjustments occur simultaneously. When vertical dislocation occurs, taking the immovable lining outside the fault dislocation influence zone as the reference, it is adjusted sequentially through the toothed plate, gear, bevel gear, lead screw, and wedge block, divided into two paths: "immovable lining - toothed plate - gear - gear - toothed plate - lining" and "immovable lining - toothed plate - gear - bevel gear - lead screw - wedge block - horizontal adjustment device". It can not only ensure that the reference benchmark for the adjustment of each section of the lining remains unchanged, but also ensure that the adjustment amount is always equal to the dislocation amount at all times; the key transmission component among them is the wedge block. When the lining moves upward in dislocation, through the adjustment of the gear and the lead 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 moving amount is equal to the dislocation amount of the lining, and the absolute position of the internal horizontal adjustment device does not change.

[0040] 4) The present invention installs multiple load-bearing springs in each group of vertical adjustment systems to bear the load of the track in the static state, so as to reduce the adjustment force of the wedge-shaped block body, becoming the main load-bearing structure, so as to reduce the force required for the adjustment wedge block 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 moving back and forth in a small amplitude regularly, which is more conducive to the adaptive anti-fracture dislocation track system to maintain its state, not easy to rust, and has better durability. BRIEF DESCRIPTION OF THE DRAWINGS

[0041] Figure 1 is the regulation flowchart of the present invention.

[0042] Figure 2 is the structural schematic diagram of the present invention.

[0043] Figure 3 is Figure 2 the top view of

[0044] Figure 4 is Figure 2 the front view of

[0045] Figure 5 isFigure 2 Left view.

[0046] Figure 6 is Figure 2 right view.

[0047] Figure 7 Internal structure diagram of the present invention.

[0048] 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.

[0049] Figure 9 Schematic diagram of the structure of the subgrade.

[0050] Figure 10 Schematic diagram of the structure of the upper wedge block.

[0051] Figure 11 Schematic diagram of the structure of the horizontal adjustment system.

[0052] Figure 12 Regulation flow chart of the vertical adjustment system.

[0053] Figure 13 Connection relationship diagram of universal joint, hinge and intermediate connecting plate.

[0054] Figure 14 Relationship curve diagram between dislocation stroke and spring elastic coefficient.

[0055] Among them, A1 - base, A11 - bottom cross bar, A2 - vertical motion simulation device, A21 - first support plate, A211 - third linear guide rail slider, A22 - universal joint, A221 - universal joint fixing block, A23 - first handwheel, A24 - vertical screw rod, A25 - hinge support block, A26 - hinge, A261 - second linear guide rail, A3 - horizontal motion simulation device, A31 - second support plate, A32 - bottom lead screw, A33 - bottom lead screw slider, A34 - second handwheel, A35 - third linear guide rail, A4 - axial motion simulation device, A41 - first linear guide rail, A42 - connecting optical axis, A43 - third handwheel, A44 - axial motion gear, A45 - axial motion rack, A46 - first linear guide rail slider, B - adaptive anti - fracture and dislocation track system, 1 - lining, 11 - curb, 12 - subgrade, 121 - first subgrade groove, 122 - second subgrade groove, 13 - track slab, 14 - track, 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 rail, 215 - vertical adjustment toothed 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 mode

[0056] The following will describe in detail the implementation of the present invention in conjunction with the attached 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.

[0057] Active fault zones are composed of multiple faults with different morphologies, and these fault morphologies vary widely. According to the relative movement direction of the two fault blocks, faults can be divided into normal faults, reverse faults and strike-slip faults. Normal faults are mainly formed by tensile action, with the hanging wall moving downward relative to the footwall, and their dip angles are relatively large. Reverse faults are mainly formed by the compression of the rock masses on both sides, with the hanging wall moving upward relative to the footwall, and can be further divided into thrust faults, low-angle faults and overthrust faults according to the dip angle. Strike-slip faults are mainly formed by the shear action of rock masses, with the two fault blocks moving horizontally relative to each other along the fault strike, and their fault planes are steep, even close to 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-causing intensity. Obvious lateral offsets may be formed in the outcropping strata on both sides of the strike-slip fault. In addition, fault movement may also lead to a relative rotation movement mode of the two fault blocks.

[0058] Accordingly, the above-mentioned movement forms can be decomposed and summarized into 4 movement actions, including axial movement, horizontal movement, vertical movement and rotational movement. When a tunnel passes through an active fault zone, in order to adapt to the above different dislocation forms, a regulation structure is designed, and a test device for regulating the anti-fault dislocation by the cooperation of a spring and a gear in a tunnel crossing an active fault is developed.

[0059] Referring to the attached drawings, it can be seen that: the test device for regulating the anti-fault dislocation by the cooperation of a spring and a gear in a tunnel crossing an active fault is characterized in that: it successively includes a base A1, a vertical movement simulation device A2 and an adaptive anti-fault dislocation track system B from bottom to top;

[0060] The vertical movement simulation device A2 includes multiple sections of first support plates A21 spaced on the base A1, two universal joints A22 fixed on the front of the first support plates A21, a first handwheel A23 connected to the input end of the universal joints A22, a vertical screw A24 connected to the output end of the universal joints A22, a hinge support block A25 sleeved on the vertical screw A24, and a hinge A26 connected to the hinge support block A25; one of the universal joints A22 is fixed at the left end of the front of the first support plate A21, and the other universal joint A22 is fixed at the right end of the front of the first support plate A21;

[0061] The adaptive anti-fault dislocation track system B includes multiple sections of linings 1 connected in sequence and multiple groups of vertical adjustment systems 21, wherein the first section of the lining 1 is a fixed lining, and the subsequent linings 1 are segmented linings. Each section of the lining 1 includes a curb 11 on the inner wall of the lining 1, a roadbed 12 on the inner wall of the curb 11, and a track slab 13 on the inner side of the roadbed 12;

[0062] Each of the vertical adjustment systems 21 includes a vertical adjustment guide plate 211 located inside the subgrade 12, 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 12 of each segment 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;

[0063] 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 through 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 through 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 12 of the previous segment of the lining 1, and the second vertical adjustment gear 2172 is meshed with the vertical adjustment toothed plate 215 of the subgrade 12 of this segment of the lining 1;

[0064] 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 13.

[0065] The first support plate A21 matches the number of segmented linings in the lining 1. The first support plate A21 and the segmented linings correspond one by one, and the hinge A26 is connected to the bottom of the vertical adjustment guide plate 211.

[0066] It further includes a horizontal movement simulation device A3. The horizontal movement simulation device A3 includes multiple sections of second support plates A31 and a bottom screw rod A32 arranged horizontally on the second support plates A31;

[0067] The bottom of the second support plate A31 is connected to the base A1; one end of the bottom screw rod A32 is connected to the back of the first support plate A21 through a bottom screw rod slider A33, and the other end is connected to a second handwheel A34;

[0068] The second support plate A31 matches the number of the first support plates A21. The first support plates A21 and the second support plates A31 correspond one by one;

[0069] The adaptive anti-fracture and dislocation track system B 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 213 and its side connected to the roadbed 12, a horizontal adjustment rack 222 installed at the axial end of the horizontal adjustment guide plate 221 of each segment of the lining 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;

[0070] 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 the current 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 horizontal adjustment large bevel gear 224;

[0071] 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 13 is movably connected to the horizontal adjustment ball screw 225.

[0072] It further includes an axial movement simulation device A4. The axial movement simulation device A4 includes a first linear guide A41 axially arranged on the front of the base A1 and multiple connecting optical axes A42 spacedly arranged on the back of the base A1;

[0073] One end of the connecting optical axis A42 is connected to a third handwheel A43, and the other end is connected to an axial movement gear A44. The axial movement gear A45 is connected to the second support plate A31 through an axial movement rack A45. The second support plate A31 is connected to the first linear guide A41 through a first linear guide slider A46.

[0074] A hinge A26 matching the universal joint A22 fixed to the left end of the front of the first support plate A21 is connected to the vertical adjustment guide plate 211 through a second linear guide A261.

[0075] The horizontal adjustment ball screw 225 is connected to the side plate of the horizontal adjustment guide plate 221 through a pin 2211;

[0076] 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 13 is slidably connected to the horizontal adjustment guide rail 226 through a horizontal adjustment slider 2261;

[0077] There are six load-bearing springs 3.

[0078] The lower wedge block 212 is a right trapezoidal prism structure with its short side facing the load-bearing spring 3 and its inclined surface upward; the upper wedge block 213 is a trapezoidal prism with its short side facing downward, and the bottom surface of the upper wedge block 213 is connected to the load-bearing spring 3.

[0079] At one end where the short side of the lower wedge block 212 faces the load-bearing spring 3 and corresponding to the load-bearing spring 3, a limit groove 2121 is opened, and an axially extending lower wedge block groove 2122 is opened 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; at the axial end of the roadbed 12, a first roadbed groove 121 is opened, and a second roadbed groove 122 is opened on the inner side surface of the roadbed 12. The vertical linear guide 214 is located in the first roadbed groove 121, and the first vertical adjustment gear 2171 and the second vertical adjustment gear 2172 are located in the second roadbed groove 122.

[0080] The universal joint A22 is fixed to the front surface of the first support plate A21 through the universal joint fixing block A221; a third linear guide A35 is provided on the second support plate A31, and a linear guide slider A211 is provided on the back surface of the first support plate A21. The third linear guide A35 is connected to the linear guide slider A211.

[0081] The usage method of the test device for anti-fault dislocation regulation by the cooperation of springs and gears in a tunnel crossing an active fault is characterized by including the following steps:

[0082] Step 1: By rotating the third handwheel A43, the third handwheel A43 drives the axial movement gear A44 to rotate through the connecting optical axis A42. The axial movement gear A44 drives the second support plate A31 to move axially along the first linear guide A41 on the base A1 through the axial movement rack A45, so as to axially move the segmental lining corresponding to the second support plate A31 and simulate the axial dislocation action.

[0083] Step 2: By rotating the second handwheel A34, the second handwheel A34 drives the bottom screw slider A33 to move horizontally on the bottom screw A32 through the bottom screw A32, so that the first support plate A21 on the bottom screw slider A33 moves horizontally, so as to horizontally move the segmental lining corresponding to the first support plate A21 and simulate the horizontal dislocation action.

[0084] Step 3: By rotating the first handwheels A23 of the two universal joints A22 on the front surface of the first support plate A21, the first handwheels A23 drive the vertical screw A24 to rotate through the universal joints A22. The vertical screw A24 drives the hinge support block A25 to move vertically on the vertical screw A24, so as to open and close the hinge A26. The hinge A26 drives the corresponding segmental lining to move vertically, so as to simulate the vertical dislocation action.

[0085] By rotating the first handwheel A23 of a universal joint A22 on the front of the first pallet A21, the first handwheel A23 drives the vertical screw A24 to rotate through the universal joint A22. The vertical screw A24 drives the hinge support block A25 to move vertically on the vertical screw A24, thereby opening and closing the hinge A26. The hinge A26 drives the corresponding segmented lining to rotate, so as to realize the simulation of the rotation and staggering action.

[0086] Step 4: Perform Step 1, Step 2, and Step 3 simultaneously to simultaneously simulate the axial staggering action, the horizontal staggering action, the vertical staggering action, or the rotation and staggering action.

[0087] The adaptive anti-breaking and staggering method of the adaptive anti-breaking and staggering track system B includes the following steps:

[0088] Step 1, when a fault occurs and causes the tunnel to deform and the lining 1 to have a vertical stagger: when the vertical stagger drives the roadbed 12 to move vertically, on the one hand, with the stationary lining as the reference, the vertical adjustment tooth plate 213 of the stationary 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 1 in sequence, thereby ensuring that the reference for adjusting 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 plate 13. By ensuring that the vertical adjustment displacement is equal to the vertical stagger displacement and the vertical adjustment displacement amount is equal to the lining stagger amount, the absolute positions of the track plate 13 and the horizontal adjustment system 22 do not change; wherein the first vertical adjustment gear 2171 and the vertical adjustment large bevel gear are coaxial.

[0089] Step 2, when a fault occurs and causes the tunnel to deform and the lining 1 to have a horizontal stagger: the horizontal stagger of the lining 1 drives the road edge 11, the roadbed 12, and the horizontal adjustment guide plate 221 to have a horizontal stagger; 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 plate 13 to ensure that the adjustment displacement is equal to the horizontal stagger displacement and achieve real-time horizontal adjustment.

[0090] Step 3, when the fault dislocates, causing the tunnel to deform and the lining 1 to have an axial dislocation: 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 parts such as the cross-link and the push rod.

[0091] Assume that the weight per unit length of the common rail in high-speed railways is m1, and the length of a single self-adaptive anti-fracture and anti-dislocation track system B along the track direction is l. Therefore, the weight of the rail to be borne is l×m1. The dimensions of the upper box-shaped device of the upper wedge block 213 during the vertical dislocation adjustment are 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 dislocation adjustment is:

[0092] T = mg = (lm1 + abcρ)×g (1)

[0093] 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 adjustment device fall completely, this displacement is the maximum adjustable stroke. Assume that the maximum vertically adjustable stroke is s. The elastic coefficient k of the load-bearing springs 3 can be calculated to satisfy the following expression:

[0094]

[0095] 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 anti-dislocation track system B along the track direction is 20 cm. Therefore, the weight of the rail to be borne is 15 kg / m. The dimensions of the upper box-shaped device of the wedge-shaped adjustment block during the vertical dislocation adjustment are 30 cm×15 cm×20 cm. According to the steel density of 7.9×10 3 kg / m 3 Calculated, 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 is:

[0096] T = mg = (15 + 71.1)×9.8 = 843.78 kN (3)

[0097] Assume that 6 load-bearing springs 3 bear 80% of the total weight and the wedge bears 20% of the total weight. When the wedge moves outwards to make the upper device fall completely, the vertical adjustable stroke is 10 cm. The elastic coefficient k of the spring can be calculated to satisfy the following expression:

[0098]

[0099] The following discusses the mutual relationship among the dislocation stroke, the elastic coefficient of the spring, and the initial bearing ratio of the spring. The load borne by the device 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 adjustment device. When the initial bearing ratios of the springs are 0%, 20%, 40%, 60%, and 80% respectively, the relationship curve between the dislocation stroke and the elastic coefficient of the spring is as Figure 12 shown.

[0100] When the initial bearing ratio of the spring is constant, as the elastic coefficient of the spring increases, the allowable adjustable dislocation stroke gradually decreases in an inverse proportional function, that is, the stronger the bearing capacity of the spring, the more limited the remaining space for dislocation. As the initial bearing ratio of the spring increases, the curve gradually moves to the left and becomes steeper, that is, the spring can meet different degrees of dislocation stroke within a smaller range of elastic coefficients; when the initial bearing ratio of the spring is large, a larger elastic coefficient is also required. Therefore, there is a certain mutual restriction relationship among the initial bearing ratio of the spring, the dislocation stroke, and the elastic coefficient of the spring, and specific situations should be considered in actual applications.

[0101] To ensure that the horizontal dislocation 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:

[0102]

[0103] Among them, the horizontal adjustment pinion 2233 and the horizontal adjustment bevel gear 224 are coaxial.

[0104] Similarly, to ensure that the vertical dislocation 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 segmental 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 positive and negative ball screw 216 should satisfy a certain transmission ratio relationship:

[0105]

[0106] Other parts not described are all in the prior art.

Claims

1. Cross - active - fault tunnel spring - gear - cooperating anti - fracture - dislocation regulation test device, characterized in that: It successively includes a base (A1), a vertical motion simulation device (A2), and an adaptive anti-breaking and dislocation track system (B) from bottom to top; The vertical motion simulation device (A2) includes multiple first supporting plates (A21) spaced on the base (A1), two universal joints (A22) fixed to the front of the first supporting plate (A21), a first handwheel (A23) connected to the input end of the universal joint (A22), a vertical screw rod (A24) connected to the output end of the universal joint (A22), a hinge support block (A25) sleeved on the vertical screw rod (A24), and a hinge (A26) connected to the hinge support block (A25); one of the universal joints (A22) is fixed to the left end of the front of the first supporting plate (A21), and the other universal joint (A22) is fixed to the right end of the front of the first supporting plate (A21); The adaptive anti-breaking and dislocation track system (B) includes multiple segments of linings (1) connected in sequence and multiple groups of vertical adjustment systems (21). Among them, the first segment of the lining (1) is a fixed lining, and the subsequent linings (1) are segmented linings. Each lining (1) includes a curb (11) on the inner wall of the lining (1), a roadbed (12) on the inner wall of the curb (11), and a track slab (13) inside the roadbed (12); Each group of the vertical adjustment systems (21) includes a vertical adjustment guide plate (211) inside the roadbed (12), 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 roadbed (12) of each segment 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 roadbed (12) of the previous segment of the lining (1), and the second vertical adjustment gear (2172) is meshed with the vertical adjustment toothed plate (215) of the roadbed (12) of this segment 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), and the top of the upper wedge (213) is connected to the track slab (13); The first pallet (A21) matches the number of segmental linings in the lining (1), and the first pallet (A21) corresponds to each segmental lining one by one. The hinge (A26) is connected to the bottom of the vertical adjustment guide plate (211).

2. The anti - fracture and dislocation control test device for the spring - gear cooperation of the cross - active - fault tunnel according to claim 1, wherein: It further includes a horizontal movement simulation device (A3). The horizontal movement simulation device (A3) includes multiple sections of second pallets (A31) and a bottom lead screw (A32) arranged horizontally on the second pallets (A31). The bottom of the second pallet (A31) is connected to the base (A1). One end of the bottom lead screw (A32) is connected to the back of the first pallet (A21) through a bottom lead screw slider (A33), and the other end is connected to the second handwheel (A34). The second pallets (A31) match the number of the first pallets (A21), and the first pallets (A21) and the second pallets (A31) correspond to each other one by one. The adaptive anti-breaking and dislocation track system (B) 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 block (213) and the side connected to the roadbed (12), 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) 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 section 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 section 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 horizontal adjustment large bevel gear (224). 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 plate (13) is movably connected to the horizontal adjustment ball screw (225).

3. The anti - fracture and dislocation control test device for the spring - gear cooperation of the cross - active - fault tunnel according to claim 2, characterized in that: It further includes an axial movement simulation device (A4). The axial movement simulation device (A4) includes a first linear guide (A41) axially arranged on the front of the base (A1) and multiple connecting optical axes (A42) spacedly arranged on the back of the base (A1). One end of the connecting optical axis (A42) is connected to the third handwheel (A43), and the other end is connected to the axial movement gear (A44). The axial movement gear (A45) is connected to the second pallet (A31) through an axial movement rack (A45). The second pallet (A31) is connected to the first linear guide (A41) through a first linear guide slider (A46).

4. The anti - fracture and dislocation control test device for the spring - gear combination of a cross - active - fault tunnel according to claim 3, wherein: The hinge (A26) matching the universal joint (A22) fixed to the left end of the front surface of the first pallet (A21) is connected to the vertical adjustment guide plate (211) through the second linear guide (A261).

5. The anti-fault dislocation regulation test device for a cross-active fault tunnel with a spring and gear combination according to claim 4, characterized in that: The horizontal adjustment ball screw (225) is connected to the side plate of the horizontal adjustment guide plate (221) through a pin (2211). 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). The bottom of the track plate (13) is slidably connected to the horizontal adjustment guide rail (226) through a horizontal adjustment slider (2261). There are six load-bearing springs (3).

6. The test device for anti-fault displacement regulation by spring and gear cooperation of cross-active fault tunnel according to claim 5, wherein: The lower wedge block (212) is a right-angled trapezoidal column structure with the short side facing the load-bearing spring (3) and the inclined surface facing 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 anti-breaking and dislocation control test device for the spring and gear cooperation of the cross-active fault tunnel according to claim 6, characterized in that: A limiting groove (2121) is opened 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). 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 positive and negative ball screw (216) is located in the lower wedge block groove (2122); a first roadbed groove (121) is opened at the axial end of the roadbed (12), and a second roadbed groove (122) is opened on the inner side surface of the roadbed (12). The vertical linear guide (214) is located in the first roadbed groove (121), and the first vertical adjustment gear (2171) and the second vertical adjustment gear (2172) are located in the second roadbed groove (122).

8. The anti-breaking and dislocation control test device for the spring and gear cooperation of a cross-active fault tunnel according to claim 7, characterized in that: The universal joint (A22) is fixed to the front surface of the first pallet (A21) through a universal joint fixing block (A221); a third linear guide (A35) is provided on the second pallet (A31), and a linear guide slider (A211) is provided on the back surface of the first pallet (A21). The third linear guide (A35) is connected to the linear guide slider (A211).

9. The usage method of the test device for anti - fracture and dislocation regulation by the cooperation of spring and gear in a cross - active - fault tunnel according to claim 8, characterized in that: It includes the following steps: Step 1: By rotating the third handwheel (A43), the third handwheel (A43) drives the axial movement gear (A44) to rotate through the connecting optical axis (A42). The axial movement gear (A44) drives the second pallet (A31) to move axially along the first linear guide (A41) of the base (A1) through the axial movement rack (A45), so that the segmented lining corresponding to the second pallet (A31) moves axially, realizing the simulation of the axial dislocation action. Step 2: By rotating the second handwheel (A34), the second handwheel (A34) drives the bottom screw slider (A33) to move horizontally on the bottom screw (A32) through the bottom screw (A32), so that the first pallet (A21) on the bottom screw slider (A33) moves horizontally, so that the segmented lining corresponding to the first pallet (A21) moves horizontally, realizing the simulation of the horizontal dislocation action. Step 3: By rotating the first handwheel (A23) of the two universal joints (A22) on the front of the first pallet (A21), the first handwheel (A23) drives the vertical screw rod (A24) to rotate through the universal joint (A22), and the vertical screw rod (A24) drives the hinge support block (A25) to move vertically on the vertical screw rod (A24), so as to open and close the hinge (A26). The hinge (A26) drives the corresponding segmented lining to move vertically, thus realizing the simulation of the vertical dislocation action; By rotating the first handwheel (A23) of one universal joint (A22) on the front of the first pallet (A21), the first handwheel (A23) drives the vertical screw rod (A24) to rotate through the universal joint (A22), and the vertical screw rod (A24) drives the hinge support block (A25) to move vertically on the vertical screw rod (A24), so as to open and close the hinge (A26). The hinge (A26) drives the corresponding segmented lining to rotate, thus realizing the simulation of the rotational dislocation action; Step 4: Perform Step 1, Step 2, and Step 3 simultaneously to simultaneously realize the simulation of the axial dislocation action, the horizontal dislocation action, the vertical dislocation action, or the rotational dislocation action.

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