Automatic mechanical fault-fault-resistant regulation and control test device and method for active fault-crossing tunnel / hole

Abstract

The invention discloses an automatic mechanical fault-fault-resistant regulation and control test device for a tunnel / hole crossing an active fault, and relates to the technical field of tunnel / hole 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, a universal joint, 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 further relates to a using method of the active fault crossing tunnel / hole self-adaptive pure mechanical fault-fault-resistant regulation and control physical simulation test device.

Description

Technical Field

[0001] The present invention relates to the technical field of tunnel / cavern engineering design, construction and operation, and more specifically, it is a cross-active fault tunnel / cavern adaptive pure mechanical anti-fault dislocation regulation physical simulation test device. The present invention also relates to a method for using such a cross-active fault tunnel / cavern adaptive pure mechanical anti-fault dislocation regulation physical simulation test device. Background Art

[0002] In order to adapt to the trend of the booming economic development in China, a large number of transportation infrastructure projects need to be built, including highways and railways. However, these engineering constructions often inevitably need to cross mountains, 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, and the faults between these two seismic belts are very active. Therefore, China is one of the countries with frequent earthquakes, and it is inevitable for tunnels / caverns to cross active faults. Especially for high-speed railways, the deformation requirements of tunnels / caverns and the track structures inside the tunnels / caverns are very strict. Fault activities are likely to have a significant impact on the structures of tunnels / caverns and inside the tunnels / caverns. Corresponding measures must be taken to ensure that high-speed railway tunnels / caverns can adaptively resist fault dislocation under the complex movement forms of active fault zones and meet the strict operation standards of high-speed railways.

[0004] Therefore, it is necessary to develop a cross-active fault tunnel / cavern adaptive pure mechanical anti-fault dislocation regulation physical simulation test device and a method for using the same that can effectively simulate fault dislocation. Summary of the Invention

[0005] The first object of the present invention is to provide a cross-active fault tunnel / cavern automatic mechanical anti-fault dislocation regulation test device for effectively simulating the complex movement of active fault zones.

[0006] The second object of the present invention is to provide a method for using such a cross-active fault tunnel / cavern automatic mechanical anti-fault dislocation regulation test device.

[0007] In order to achieve the above first object, the technical solution of the present invention is: a cross-active fault tunnel / cavern automatic mechanical anti-fault dislocation regulation test device, characterized in that it successively includes a base, a vertical movement simulation device and an adaptive anti-fault dislocation 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 to the left end of the front of the first support plate, and the other universal joint is fixed to the right end of the front of the first support plate;

[0009] The described adaptive anti-breaking and dislocation 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 bottom plate 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 bottom plate;

[0010] Each group 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;

[0011] 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 slab;

[0012] 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 plates;

[0013] 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 upper section of the lining, and the second vertical adjustment gear is meshed with the vertical adjustment toothed plate on the current section of the lining;

[0014] 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;

[0015] The first support plate matches the number of segmented linings in the lining. The first support plate and the segmented linings correspond one by one, and the hinge is connected to the bottom of the curb bottom plate.

[0016] In the above technical solution, a horizontal motion simulation device is further included. The horizontal motion simulation device includes multiple sections of second support plates and bottom lead screws arranged horizontally on the second support plates;

[0017] 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 the second handwheel;

[0018] The second support plates match the number of the first support plates. The first support plates and the second support plates correspond one by one;

[0019] The adaptive anti-breaking and dislocation track system further includes multiple groups of horizontal adjustment systems;

[0020] Each of the horizontal adjustment systems includes a horizontal adjustment guide plate with its bottom connected to the upper wedge block and its 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;

[0021] 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 this lining segment meshes with the second horizontal adjustment gear, and both the first horizontal adjustment gear and the second horizontal adjustment gear mesh with the horizontal adjustment large bevel gear;

[0022] 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.

[0023] In the above technical solution, it further includes an axial movement simulation device, and the axial movement simulation device includes a first linear guide arranged axially on the front of the base and a plurality of connecting optical axes arranged at intervals on the back of the base;

[0024] One end of the connecting optical axis is connected to the third handwheel and the other end is connected to the axial movement gear. The axial movement gear is connected to the second support plate through an axial movement rack, and the second support plate is connected to the first linear guide through a first linear guide slider.

[0025] 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 curb bottom plate through a second linear guide.

[0026] In the above technical solution, a side baffle is arranged between the roadbed and the horizontal adjustment guide plate, and the bottom of the side baffle is connected to the curb bottom plate;

[0027] 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 curb bottom plate is slidably connected to the bottom of the roadbed;

[0028] The horizontal adjustment ball screw is connected to the side plate of the horizontal adjustment guide plate through a pin.

[0029] 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.

[0030] In the above technical solution, the lower wedge is a right trapezoid with an upward inclined surface, and the upper wedge is a triangular prism with a downward inclined surface. Two lower wedges correspond to one upper wedge;

[0031] A bracket limit groove is provided at the top of the bracket, and the connecting block of the vertical adjustment positive and negative ball screw is located in the bracket limit groove; the vertical linear guide rail is connected to the vertical adjustment gear plate through a vertical slider.

[0032] In the above technical solution, a horizontal adjustment guide rail is provided 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.

[0033] 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 rail is provided on the second support plate, and a linear guide rail slider is provided on the back surface of the first support plate, and the third linear guide rail is connected to the linear guide rail slider.

[0034] In order to achieve the above second object, the technical solution of the present invention is: a method for using an automatic mechanical anti-fracture and dislocation control test device for a cross-active fault tunnel / hole, which is characterized in that it includes the following steps:

[0035] Step 1: By rotating the third handwheel, the third handwheel drives the axial movement gear to rotate through the connecting optical axis, and the axial movement gear drives the second support plate to move axially along the first linear guide rail on the base through the axial movement rack, so as to make the segment lining corresponding to the second support plate move axially, and realize the simulation of the axial dislocation action;

[0036] Step 2: By rotating the second handwheel, the second handwheel 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 as to make the segment lining corresponding to the first support plate move horizontally, and realize the simulation of the horizontal dislocation action;

[0037] Step 3: By rotating the first handwheels of the two universal joints on the front surface of the first support plate, the first handwheels drive the vertical screw to rotate through the universal joints, and the vertical screw drives the hinge support block to move vertically on the vertical screw, so as to open and close the hinge, and the hinge drives the corresponding segment lining to move vertically, so as to realize the simulation of the vertical dislocation action;

[0038] By rotating the first handwheel of one universal joint on the front surface of the first support plate, the first handwheel drives the vertical screw to rotate through the universal joint, and the vertical screw drives the hinge support block to move vertically on the vertical screw, so as to open and close the hinge, and the hinge drives the corresponding segment lining to rotate, so as to realize the simulation of the rotational dislocation action;

[0039] Step 4: While performing Steps 1, 2, 3, and 4 simultaneously, simulate the axial dislocation action, horizontal dislocation action, vertical dislocation action, or rotational dislocation action.

[0040] Compared with the prior art, the present invention has the following advantages:

[0041] Compared with the prior art, the advantages of the present invention are as follows:

[0042] 1) The present invention can simulate the axial dislocation action, horizontal dislocation action, vertical dislocation action, and rotational dislocation action of the fault separately, 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-fault dislocation track system.

[0043] 2) The present invention realizes accurate adaptive anti-fault dislocation adjustment through the vertical adjustment system and the horizontal adjustment system.

[0044] 3) In order to ensure that the horizontal and vertical adjustments do not affect each other, a side baffle rotating shaft is installed on the side baffle, the roadbed is sleeved on the side baffle rotating shaft, the bottom of the roadbed is arc-shaped, universal wheels are installed at the bottom of the roadbed, and the road edge bottom plate is slidably connected to the bottom of the roadbed. Through such a suspension structure, the vertical adjustment system is always kept in the vertical direction. BRIEF DESCRIPTION OF THE DRAWINGS

[0045] Figure 1 is the regulation flow chart of the present invention.

[0046] Figure 2 is the structural schematic diagram of the present invention.

[0047] Figure 3 is Figure 2 the top view of

[0048] Figure 4 is Figure 2 the front view of

[0049] Figure 5 is Figure 2 the left view of

[0050] Figure 6 is Figure 2 the right view of

[0051] Figure 7 is the internal structure diagram of the present invention.

[0052] Figure 8 is the structural schematic diagram of the vertical adjustment system.

[0053] Figure 9It is a connection relationship diagram of a vertical adjustment tooth plate, a first vertical adjustment gear, a second vertical adjustment gear, and a vertical adjustment positive and negative ball screw.

[0054] Figure 10 It is a schematic structural diagram of a bracket.

[0055] Figure 11 It is a schematic structural diagram of a bracket.

[0056] Figure 12 It is a schematic structural diagram of a horizontal adjustment system.

[0057] Figure 13 It is a schematic structural diagram of a horizontal adjustment guide plate.

[0058] Figure 14 It is a connection relationship diagram of a universal joint, a hinge, and an intermediate connecting plate.

[0059] Among them, A1 - base, A11 - bottom cross bar, A2 - vertical motion simulation device, A21 - first pallet, A211 - third linear guide 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, A3 - horizontal motion simulation device, A31 - second pallet, A32 - bottom lead screw, A33 - bottom lead screw slider, A34 - second handwheel, A35 - third linear guide, A4 - axial motion simulation device, A41 - first linear guide, A42 - connecting optical axis, A43 - third handwheel, A44 - axial motion gear, A45 - axial motion rack, A46 - first linear guide slider, B - adaptive anti - breakage and dislocation track system, 1 - lining, 11 - curb bottom plate, 111 - bracket slide rail, 112 - vertical adjustment guide plate slide rail, 12 - curb, 13 - subgrade, 14 - track slab, 15 - side baffle, 151 - side baffle rotating shaft, 16 - track, 21 - vertical adjustment system, 211 - vertical adjustment guide plate, 212 - vertical linear guide, 2121 - vertical slider, 213 - vertical adjustment toothed 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 plate, 2191 - lower wedge, 2192 - upper wedge, 2193 - lower wedge chute, 2194 - upper wedge 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

[0060] The following details the implementation of the present invention with reference to the accompanying drawings. However, they do not constitute a limitation to the present invention and are only for illustration purposes. Meanwhile, the advantages of the present invention will become clearer and easier to understand through the description.

[0061] An active fault zone is an area composed of multiple faults, and these faults exhibit various forms. According to the relative movement directions of the two fault blocks, faults can be classified into normal faults, reverse faults, and strike-slip faults. Normal faults are mainly formed due to 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 extrusion of rock masses on both sides, with the hanging wall moving upward relative to the footwall. According to the dip angle, they can be further divided into thrust faults, low-angle faults, and overthrust faults. Strike-slip faults are mainly formed when rock masses are subjected to shear action, and the two fault blocks move horizontally relative to each other along the fault strike. Their fault planes are steep, even approaching vertical. Among the linear structures on the Earth's surface, strike-slip faults account for more than about 70%. In the Qinghai-Tibet Plateau region of China, strike-slip faults have an absolute advantage over normal faults and reverse faults in terms of quantity, distribution area, and earthquake occurrence 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 cause a relative rotation movement mode between the two fault blocks.

[0062] 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 / cavity crosses an active fault zone, in order to adapt to the above different dislocation forms, the present invention has developed an automatic mechanical anti-fault dislocation regulation test device for tunnels / cavities crossing active faults.

[0063] Referring to the attached drawings, it can be seen that the automatic mechanical anti-fault dislocation regulation test device for tunnels / cavities crossing active faults is characterized in that it sequentially includes a base A1, a vertical movement simulation device A2, and an adaptive anti-fault dislocation track system B from bottom to top;

[0064] The vertical movement simulation device A2 includes multiple first supporting plates A21 arranged at intervals on the base A1, two universal joints A22 fixed on the front surface of the first supporting plate A21, a first handwheel A23 connected to the input end of the universal joint A22, a vertical screw A24 connected to the output end of the universal joint 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 surface of the first supporting plate A21, and the other universal joint A22 is fixed at the right end of the front surface of the first supporting plate A21;

[0065] The adaptive anti-fault 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 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 plate 14 located inside the curb 12 and above the curb bottom plate 11;

[0066] Each 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;

[0067] Two wedge plates 219 are slidably connected to the top of the vertical adjustment guide plate 211 along the axial direction. Lower wedges 2191 are provided at both the left and right ends of the wedge plate 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 plate 14;

[0068] A bracket 214 is slidably connected to the vertical adjustment guide plate 211 between the two wedge plates 219 in the horizontal direction, and a bracket 215 is slidably connected to the wedge plate 219 in the horizontal direction;

[0069] 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 with each other. 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 the current section of the lining 1;

[0070] One end of the 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;

[0071] 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 curb bottom plate 11.

[0072] 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 A32 arranged horizontally on the second support plates A31;

[0073] The bottom of the second support plate A31 is connected to the base A1; one end of the bottom screw A32 is connected to the back of the first support plate A21 through a bottom screw slider A33, and the other end is connected to a second handwheel A34;

[0074] The second support plates A31 match the number of the first support plates A21. The first support plates A21 and the second support plates A31 correspond one by one;

[0075] The adaptive anti-fracture and dislocation track system B further includes multiple groups of horizontal adjustment systems 22;

[0076] 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;

[0077] 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 the current section of the lining 1 meshes with the second horizontal adjustment gear 2232, and both the first horizontal adjustment gear 2231 and the second horizontal adjustment gear 2232 mesh with the horizontal adjustment large bevel gear 224;

[0078] 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.

[0079] It further includes an axial movement simulation device A4, and 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;

[0080] 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 support plate A31 through an axial movement rack A45, and the second support plate A31 is connected to the first linear guide A41 through a first linear guide slider A46.

[0081] 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 curb bottom plate 11 through a second linear guide A261.

[0082] A side baffle 15 is arranged between the roadbed 13 and the horizontal adjustment guide plate 221, and the bottom of the side baffle 15 is connected to the curb bottom plate 11;

[0083] A side baffle rotating shaft 151 is arranged on the outside 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, and the curb bottom plate 11 is slidably connected to the bottom of the roadbed 13;

[0084] The horizontal adjustment ball screw 225 is connected to the side plate of the horizontal adjustment guide plate 221 through a pin 2211.

[0085] A lower wedge block chute 2193 is provided on the top inclined surface of the lower wedge block 2191, and an upper wedge block slide rail 2194 matching the lower wedge block chute 2193 is provided on the bottom inclined surface of the upper wedge block 2192.

[0086] The lower wedge block 2191 is a right trapezoid with an upward inclined surface, and 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;

[0087] A bracket limit groove 2151 is provided on the top of the bracket 215, and 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 212 is connected to the vertical adjustment toothed plate 213 through a vertical slider 2121.

[0088] 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.

[0089] The universal joint A22 is fixed to the front 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 of the first support plate A21. The third linear guide A35 is connected to the linear guide slider A211.

[0090] The usage method of the automatic mechanical anti-fault dislocation regulation test device for a cross-active fault tunnel / hole is characterized by including the following steps:

[0091] 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 simulate the axial dislocation action of the segmental lining corresponding to the second support plate A31.

[0092] 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, so that the first support plate A21 on the bottom screw slider A33 moves horizontally, so as to simulate the horizontal dislocation action of the segmental lining corresponding to the first support plate A21.

[0093] 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 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 move vertically, so as to simulate the vertical dislocation action;

[0094] 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 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 simulate the rotational dislocation action;

[0095] Step 4: Perform Step 1, Step 2, Step 3, and Step 4 simultaneously to simultaneously simulate the axial dislocation action, the horizontal dislocation action, the vertical dislocation action, or the rotational dislocation action.

[0096] The self - adaptive anti - fracture and dislocation method of the self - adaptive anti - fracture and dislocation track system B includes the following steps:

[0097] Step 1, when a fault occurs and causes the tunnel / cavity to deform and the lining 1 undergoes vertical dislocation: The vertical dislocation of this section of the lining 1 drives the curb floor 11 to move vertically, 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 this section of the lining 1 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 this section with the vertical adjustment tooth plate 213 of this section of the lining 1, 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 produce equidistant opening and closing, 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;

[0098] Step 2, when the fault dislocates, causing the tunnel / cavity to deform and the lining 1 to undergo horizontal displacement: The horizontal displacement of the lining 1 drives the curb 12, the roadbed 13, and the side baffle 15 to undergo horizontal displacement; on the one hand, the first horizontal adjustment gear 2231 of this section of the lining 1 meshes with the horizontal adjustment rack 222 on the previous section of the lining 1, and the second horizontal adjustment gear 2232 of this section of the lining 1 meshes with the horizontal adjustment rack 222 on this section of the lining 1 to keep the horizontal adjustment rack 222 in an absolute fixed position. On the other hand, the first horizontal adjustment gear 2231 and the second horizontal adjustment gear 2232 drive the horizontal adjustment ball screw 225 to rotate through the horizontal adjustment large bevel gear 224 and the horizontal adjustment small bevel gear 2251 in sequence, thereby driving the horizontal movement of the track slab 14 to ensure that the adjustment displacement is equal to the horizontal displacement, achieving real-time horizontal adjustment;

[0099] Step 3, when the fault dislocates, causing the tunnel / cavity to deform and the lining 1 to undergo axial displacement: A rail expansion joint regulator (reference: [Chinese Utility Model] CN200720173517.6 Rail Expansion Joint Regulator) 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;

[0100] Step 4, 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 road edge bottom plate 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.

[0101] In actual use, bracket slide rails 2195 for slidably connecting with the bracket 215 are provided on both of the two wedge-shaped plates 219, bracket slide rails 111 for slidably connecting with the bracket 214 are provided on the road edge bottom plate 11, and vertical adjustment guide plate slide rails 112 for slidably connecting with the vertical adjustment guide plate 211 are arranged along the axial direction at both left and right ends of the road edge bottom plate 11.

[0102] 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.

[0103] 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.

[0104] To ensure that the horizontal displacement y1 of the fault dislocation is equal to the horizontal displacement y2 adjusted by 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 large horizontal adjustment bevel gear 224, the radius r3 of the small horizontal adjustment bevel gear 2251, and the lead s1 of the horizontal adjustment ball screw 225 should satisfy a certain transmission ratio relationship:

[0105]

[0106] Similarly, to ensure that the vertical displacement z1 of the fault dislocation is equal to the vertical displacement z2 adjusted by 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 segmental lining. The radius r4 of the small vertical adjustment bevel gear 2181 and the lead s2 of the vertical adjustment positive and negative ball screw 217 should satisfy a certain transmission ratio relationship:

[0107]

[0108] Other parts not described are all prior arts.

Claims

1. Automatic mechanical anti - fault - dislocation regulation test device for tunnels / caves crossing active faults, 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). 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 bottom plate (11) at the inner bottom of the lining (1), a curb (12) on the inner wall of the lining (1), a roadbed (13) on the inner wall of the curb (12), and a track slab (14) inside the curb (12) and above the curb bottom plate (11); Each group of the vertical adjustment systems (21) includes a vertical adjustment guide plate (211) 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); 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 arranged at both the left and right ends of the wedge plate (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 along the horizontal direction on the vertical adjustment guide plate (211) between the two wedge plates (219), and a bracket (215) is slidably connected along the horizontal direction to the wedge plate (219); A first vertical adjustment gear (2161) and a second vertical adjustment gear (2162) are arranged 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 lining (1), and the second vertical adjustment gear (2162) is meshed with the vertical adjustment toothed plate (213) on this lining (1); The vertical adjustment positive and negative ball screw (217) is connected at one end to the bracket (215) on a wedge plate (219) and at the other end to the bracket (215) on another wedge plate (219); the first vertical adjustment gear (2161) meshes with the vertical adjustment positive and negative ball screw (217) through a vertical adjustment bevel gear (218); 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 curb base plate (11).

2. The automatic mechanical anti-fault-displacement regulation test device for cross-active-fault tunnels / caverns 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 a 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 (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 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), and 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 (14) is movably connected to the horizontal adjustment ball screw (225).

3. The automatic mechanical anti-fault displacement regulation test device for a cross-active fault tunnel / hole according to claim 2, wherein: 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 axially moving gear (A44). The axially moving gear (A45) is connected to the second supporting plate (A31) through the axially moving rack (A45). The second supporting plate (A31) is connected to the first linear guide (A41) through the first linear guide slider (A46).

4. The automatic mechanical anti-breaking and dislocation regulation test device for a cross-active fault tunnel / hole according to claim 3, characterized in that: The hinge (A26) matching the universal joint (A22) fixed to the left end of the front surface of the first supporting plate (A21) is connected to the curb bottom plate (11) through the second linear guide (A261).

5. The automatic mechanical anti-fault dislocation regulation test device for cross-active fault tunnels / holes according to claim 4, wherein: 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). A side baffle rotating shaft (151) is arranged outside 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, and the curb bottom plate (11) is slidably connected to the bottom of the roadbed (13). 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 automatic mechanical anti-fault-displacement regulation test device for a cross-active-fault tunnel / hole according to claim 5, characterized in that: A lower wedge block chute (2193) is arranged on the top inclined surface of the lower wedge block (2191), and 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).

7. The automatic mechanical anti-fault-displacement regulation test device for cross-active-fault tunnels / holes according to claim 6, characterized in that: The lower wedge block (2191) is a right trapezoid with an upward inclined surface, and 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). A bracket limit groove (2151) is arranged at 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 (212) is connected to the vertical adjustment gear plate (213) through a vertical slider (2121).

8. The automatic mechanical anti-fault-displacement regulation test device for a cross-active-fault tunnel / hole according to claim 7, wherein: 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 plate (14) is slidably connected to the horizontal adjustment guide rail (226) through a horizontal adjustment slider (2261).

9. The automatic mechanical anti-fault displacement regulation test device for cross-active fault tunnels / holes according to claim 8, wherein: The universal joint (A22) is fixed to the front surface of the first supporting plate (A21) through a universal joint fixing block (A221). A third linear guide (A35) is arranged on the second supporting plate (A31), and a linear guide slider (A211) is arranged on the back surface of the first supporting plate (A21). The third linear guide (A35) is connected to the linear guide slider (A211).

10. The method of using the automatic mechanical anti-fault displacement regulation test device for cross-active fault tunnels / holes according to claim 9, characterized in that: It includes the following steps: Step 1: By rotating the third handwheel (A43), the third handwheel (A43) drives the axially moving gear (A44) to rotate through the connecting optical axis (A42). The axially moving gear (A44) drives the second supporting plate (A31) to move axially along the first linear guide (A41) of the base (A1) through the axially moving rack (A45), so that the segmented lining corresponding to the second supporting plate (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 rod (A32) through the bottom screw rod (A32), so that the first support plate (A21) on the bottom screw slider (A33) moves horizontally, thereby enabling the corresponding segment lining to move horizontally, and 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 support plate (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), thereby opening and closing the hinge (A26). The hinge (A26) drives the corresponding segment 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 support plate (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), thereby opening and closing the hinge (A26). The hinge (A26) drives the corresponding segment lining to rotate, thus realizing the simulation of the rotational dislocation action; Step 4: Perform Step 1, Step 2, Step 3, and Step 4 simultaneously, and 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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