A floating pontoon type suspended tunnel test device considering variable impact angle of ship and immersion depth

Abstract

The application discloses a kind of floating pontoon type suspended tunnel test devices considering variable angle of attack of ship impact, immersion depth, including segmental modular design tunnel pipe body, end posture adjusting device, pontoon, column, ship impact simulation system and measuring system.End posture adjusting device can adjust the angle of attack of tunnel pipe body and immersion depth;Pontoon is connected tunnel pipe body by column and provides floating force, and the middle section of column is provided with weak connection component, and it is automatically disconnected when impact load exceeds threshold value;The impact device of ship impact simulation system can adjust impact energy, position and angle;Measuring system is through multiple sensors to collect column and tunnel pipe body stress, tunnel pipe body acceleration and pontoon displacement data.The device can simulate dynamic response and failure process under multiple working conditions, and provide reliable test data support for design optimization of floating pontoon type suspended tunnel.

Description

TECHNICAL FIELD

[0001] The present application relates to a pontoon-type submerged floating tunnel test device considering variable impact angle and immersion depth of a ship. BACKGROUND

[0002] The pontoon-type submerged floating tunnel is a new traffic engineering technology for crossing water. It uses the gravity of the tunnel, the buoyancy of the water, and the water surface pontoon device to achieve dynamic balance of the structure, so that the tunnel can stably float underwater at a certain depth. Compared with traditional traffic structures (such as cross-sea bridges, immersed tunnels, and submarine tunnels) that rely on rigid support or deep foundation, the pontoon-type submerged floating tunnel can effectively cope with deep water, large span, and complex seabed conditions, and is particularly suitable for complex geological conditions such as fjords. Compared with traditional crossing methods, the pontoon-type submerged floating tunnel has the following advantages:

[0003] (1) Water depth and span have less impact on the structure, and the construction cost per unit length does not increase significantly with the increase of span;

[0004] (2) Small longitudinal slope and total length, low construction cost;

[0005] (3) Not limited by bad weather, can ensure all-weather operation;

[0006] (4) Less impact on water navigation traffic;

[0007] (5) Strong environmental adaptability, not restricted by complex seabed geological conditions during construction and operation;

[0008] (6) Small environmental impact and potential for tourism and sightseeing.

[0009] With the above advantages, the pontoon-type submerged floating tunnel has gradually received widespread attention from the academic and engineering communities in recent years. However, there is currently no actual pontoon-type submerged floating tunnel project, and most related research is still in the theoretical exploration and small-scale test stage, and a complete design and construction system has not yet been formed. The pontoon-type submerged floating tunnel has high structural complexity, and the pontoon is exposed to the water surface, so its stability is easily affected by environmental loads such as wind, waves, and water flow. In addition, accidental loads such as ship impact on the pontoon also pose a significant threat to structural safety, which has become one of the important difficulties in current pontoon-type submerged floating tunnel research.

[0010] Floating pontoon suspension tunnel is mainly suitable for construction in deep and wide fiord area where traditional crossing scheme cannot cross, and the shoreline of fiord area is irregular and the water depth changes greatly, and the wind wave and current often enter at an oblique angle, and the stress environment of the structure is extremely complex. Therefore, the test research on the structural dynamic response of floating pontoon suspension tunnel under different wave-approaching angles and immersion depths is crucial, and different variable wave-approaching angles and immersion depths significantly affect the environmental load and response characteristics of the structure. In addition, the typical accidental situation faced by floating pontoon suspension tunnel is that a ship collides with a floating pontoon on the sea surface, and such a collision may cause structural damage or even local failure. Taking the suspension tunnel to be built in the Sognefjord of Norway as an example, a sacrificial "weak link" is used in the design, and the collision of a ship exceeding the design load will first cause the weak link to fail, thereby protecting the main tunnel structure. However, at present, the test research on ship collision with floating pontoon is still rare, and there is a lack of related test devices, which seriously restricts the further research and engineering application of floating pontoon suspension tunnel.

[0011] It should be noted that the information disclosed in the above background section is only for understanding the background of the present application, and therefore can include information that does not constitute the prior art known to those of ordinary skill in the art. SUMMARY

[0012] The main purpose of the present application is to overcome the defects existing in the background art, and to provide a floating pontoon suspension tunnel test device considering variable wave-approaching angle and immersion depth of ship collision.

[0013] To achieve the above-mentioned purpose, the present application adopts the following technical solutions:

[0014] A floating pontoon suspension tunnel test device considering variable wave-approaching angle and immersion depth of ship collision, comprising:

[0015] A tunnel pipe body adopting a segmented modular design;

[0016] An end posture adjusting device for adjusting the wave-approaching angle and immersion depth of the tunnel pipe body;

[0017] A floating pontoon connected to the tunnel pipe body through a column for providing buoyancy;

[0018] A column connected between the tunnel pipe body and the floating pontoon, a middle segment being provided with a weak connection assembly which is automatically disconnected when the impact load exceeds a preset threshold;

[0019] A ship collision simulation system including an impact device with adjustable impact energy, position and angle;

[0020] A measuring system is provided to collect force data of the column and the tunnel tube, acceleration data of the tunnel tube, and displacement data of the float during the test.

[0021] Further, the tunnel tube comprises a rod core, a foam filling layer, a weight ring, and a waterproof outer layer. The rod core provides a target bending stiffness. The foam filling layer forms an outer contour and provides buoyancy. The weight ring regulates axial mass distribution. The waterproof outer layer achieves overall waterproof protection.

[0022] Further, the weight ring is arranged in a rhythm of one section with weight and one section with only foam along the axial direction of the tunnel tube. The weight ring is fixed to the foam filling layer by structural glue. The length of the weight ring at both ends of the model is half of that of the weight ring in the middle, so as to achieve axial mass symmetry.

[0023] Further, the end posture adjusting device comprises a wave-encountering angle adjusting mechanism and an immersion depth adjusting mechanism. The wave-encountering angle adjusting mechanism is composed of an outer sleeve and an inner sleeve. The outer sleeve is provided with a channel and an angle scale along the circumference. The inner sleeve is provided with a positioning bolt that can be inserted into the channel and locked. The wave-encountering angle is set by rotating the inner sleeve. The immersion depth adjusting mechanism is composed of an inner and outer sleeve plug-in connection and is provided with a height adjusting channel and a scale. The immersion depth is set by adjusting the relative extension and contraction of the sleeve and locking by a bolt.

[0024] Further, the ship impact simulation system comprises a guide rail arranged on one side of the float. The impact device slides along the guide rail. The front end of the impact device is provided with a replaceable impact head. The impact energy, position, and angle are controlled by adjusting the installation angle of the guide rail, the mass of the impact device, and the initial speed. The impact head can be replaced with different ship bow shapes to simulate various types of ships and impact scenarios.

[0025] Further, the impact device is equipped with a speed sensor and / or a force sensor for real-time monitoring of impact speed and impact force.

[0026] Further, the weak connection assembly comprises a six-axis force sensor and an electromagnetic release mechanism. The six-axis force sensor collects force data of the column in real time. When the impact load exceeds a preset threshold, the electromagnetic release mechanism is de-energized to achieve controllable separation of the middle section of the column.

[0027] Further, the measuring system comprises a six-axis force sensor arranged at the weak connection of the column, a six-axis force sensor arranged at the connection between the end posture adjusting device and the rod core, a plurality of sets of three-axis acceleration sensors arranged along the axial direction of the tunnel tube, and an optical infrared photosensitive ball arranged above the float.

[0028] Further, the lower end of the column is connected with the counterweight ring of the tunnel pipe body through fastening screws, and the counterweight ring is fastened with the rod core through four uniformly annularly arranged fastening screws to form an integrated mechanical connection.

[0029] Further, the float is provided with at least two symmetrically arranged near the two ends of the tunnel pipe body, and the float adopts a structure that a sealed shell is filled with foam, and an optical infrared photosensitive ball is arranged on the top.

[0030] The present application has the following beneficial effects:

[0031] The present application provides a floating pontoon type suspended tunnel test device, which can flexibly adjust the wave-encountering angle and immersion depth of a tunnel model relative to the wave direction, and can truly simulate the ship impact working condition, so as to obtain the dynamic response data of the floating pontoon type suspended tunnel under complex marine environment, and effectively make up for the deficiency that the existing test device cannot simultaneously consider multiple working condition simulation.

[0032] The device realizes controllable simulation and measurement of the dynamic response and failure process of the floating pontoon type suspended tunnel under multiple wave-encountering angles, different immersion depths and ship impact working conditions through the end posture device with adjustable wave-encountering angle and immersion depth, the segmented pipe body and mass ratio design, the controllable impact loading and weak connection automatic separation mechanism and the complete measurement system. The end posture adjusting mechanism can flexibly adjust the wave-encountering angle and immersion depth, facilitate quick switching between different test working conditions and low-cost expansion of working condition simulation; the ship impact simulation system is suitable for multiple ship types and impact scenarios, and the controllable weak connection component in the middle of the column automatically disconnects when the impact exceeds the threshold, which can realize the simulation of the whole process of floating pontoon separation and local failure; the measurement system collects force, displacement and acceleration data in real time through various sensors. The development of this floating pontoon type suspended tunnel test device considering ship impact, variable wave-encountering angle and immersion depth has important significance for promoting the research and application of the floating pontoon type suspended tunnel. It effectively solves the problem of the lack of existing test research means, and provides key technical support and effective data basis for the development of design criteria, structure optimization and actual engineering construction of the floating pontoon type suspended tunnel.

[0033] Compared with the prior art, the significant advantages of the embodiment of the present application are embodied in the following aspects:

[0034] (1) The model similarity is more complete. The test model meets the geometric similarity, gravity similarity and elastic similarity, and can more truly simulate the stress and deformation characteristics of the pipe body of the floating pontoon type suspended tunnel.

[0035] (2) The structural parameters are convenient to adjust. The sectional modular design of "rod core-foam filling layer-weight ring-waterproof outer layer" is adopted, the modules can be flexibly increased or decreased according to the pool size and test requirements to lengthen or shorten the model; the axial mass distribution and the float weight ratio are finely matched by adjusting the pitch, axial length and thickness of the weight ring, and different scales and parameter combinations are adapted.

[0036] (3) The wave-encountering angle and the immersion depth can be accurately adjusted and repeatedly reset. The end posture adjusting device can realize continuous adjustment of the wave-encountering angle and the immersion depth, and is provided with scales and locking structures, so that the device is convenient to quickly switch and repeatedly position between different test conditions.

[0037] (4) The low-cost realization of multi-condition expansion. The oblique wave, oblique flow and wind conditions can be obtained by rotating the model without large-scale oblique wind wave flow simulation equipment, so as to reduce the test cost and improve the layout efficiency.

[0038] (5) The impact loading parameters are controllable. The impact energy, position and angle can be independently adjusted, the impact head can be replaced according to the requirements to adapt to the simulation of various ship types and impact scenes.

[0039] (6) Automatic failure process reproduction. The weak connection is composed of six-axis force sensors and electromagnetic release mechanisms, which are automatically disconnected when the impact exceeds the threshold, simulating the whole process of the pontoon separation and local failure, and synchronously recording the force and response data at the failure moment.

[0040] (7) Test data acquisition. The six-axis force sensor, pipe body multi-point three-axis acceleration and six-degree-of-freedom optical motion capture work cooperatively, so that the force, displacement and acceleration data can be obtained at the same time, and the multi-condition comparative analysis can be carried out.

[0041] Overall, the device can simulate multiple conditions in complex marine environments at the same time, and provide reliable test data support for the design optimization, performance evaluation and safety analysis of the floating pontoon suspension tunnel.

[0042] Other beneficial effects in the embodiments of the present application will be further described below. BRIEF DESCRIPTION OF DRAWINGS

[0043] Figure 1 FIG. 1 is a three-dimensional structure schematic diagram of the floating pontoon suspension tunnel test device according to the embodiments of the present application.

[0044] Figure 2 FIG. 3 is a combined schematic diagram of the top view (upper side) and the front view (lower side) of the device according to the embodiments of the present application.

[0045] Figure 3 FIG. 5 is a schematic diagram of the foam module-weight ring combined sectional structure according to the embodiments of the present application.

[0046] Figure 4Structure schematic diagram of multiple visual angles of the end posture adjusting device of the embodiment of the present application.

[0047] Figure 5 Three-dimensional schematic diagram of the connecting structure of the counterweight ring below the stand of the embodiment of the present application.

[0048] Figure 6 Side view schematic diagram of the ship impact simulation system and the connecting area of the stand and the tunnel pipe body of the embodiment of the present application.

[0049] Label: 1-end posture adjusting device; 1-1-end support inner sleeve; 1-2-wave angle adjusting outer sleeve; 1-3-immersion depth adjusting outer sleeve; 1-4-positioning bolt; 1-5-scale; 2-tunnel pipe body; 2-1-rod core; 2-2-foam filling layer; 2-2-1-foam module A (without counterweight section); 2-2-2-foam module B (counterweight installation section); 2-3-counterweight ring; 2-4-plastic outer cladding; 3-buoy; 4-stand; 5-electromagnetic release mechanism; 6-six-axis force sensor; 7-optical infrared photosensitive ball; 8-flange; 9-three-axis acceleration sensor; 10-fastening screw (counterweight ring four-point uniform distribution below the stand); 11-guide rail; 12-slidable impact device; 13-impact head. DETAILED DESCRIPTION

[0050] The embodiments of the present application will be described in detail below. It should be emphasized that the following description is only exemplary and is not intended to limit the scope of the present application and its applications.

[0051] It should be noted that when an element is referred to as being "fixed" or "set" on another element, it can be directly on the other element or indirectly on the other element. When an element is referred to as being "connected" to another element, it can be directly connected to the other element or indirectly connected to the other element. In addition, the connection can be for fixing, coupling or communicating.

[0052] It should be understood that the terms "length", "width", "upper", "lower", "front", "back", "left", "right", "vertical", "horizontal", "top", "bottom", "inner", "outer", and the like indicate the orientation or positional relationship based on the orientation or positional relationship shown in the drawings, and are only for the convenience of describing the embodiments of the present application and simplifying the description, and do not indicate or imply that the device or element referred to must have a particular orientation, be constructed and operated in a particular orientation, and therefore cannot be understood as limiting the present application.

[0053] In addition, the terms "first", "second", "third", etc. are used only for descriptive purposes and are not to be construed as indicating or implying relative importance or an ordered ranking of the indicated technical features. Thus, a feature defined with "first", "second" or "third" can explicitly or implicitly include one or more of such features. In the description of embodiments of the present application, the meaning of "a plurality" is two or more, unless otherwise explicitly specified.

[0054] The present application aims to provide a pontoon type suspended tunnel test device, which can flexibly adjust the wave-encountering angle and immersion depth of the tunnel model relative to the wave direction, and can truly simulate the ship impact working condition to obtain the dynamic response data of the pontoon type suspended tunnel in complex marine environment, and make up for the deficiency that the existing test device cannot simultaneously consider multiple working condition simulation.

[0055] Referring to Figures 1 to 6 , the embodiment of the present application provides a pontoon type suspended tunnel test device considering variable wave-encountering angle and immersion depth of ship impact, which comprises a tunnel pipe body 2, an end attitude adjusting device 1, a pontoon 3, a column 4 and a measuring system: the tunnel pipe body 2 adopts a segmented modular design; the end attitude adjusting device 1 is used to adjust the wave-encountering angle and immersion depth of the tunnel pipe body 2; the pontoon 3 is connected to the tunnel pipe body 2 through the column 4 and is used to provide the upward floating force; the column 4 is connected between the tunnel pipe body 2 and the pontoon 3, a weak connection assembly is arranged in the middle section, and the weak connection assembly is automatically disconnected when the impact load exceeds a preset threshold; the ship impact simulation system comprises an impact device with adjustable impact energy, position and angle; the measuring system comprises a plurality of sensors for collecting the force received by the column 4 and the tunnel pipe body 2, the acceleration of the tunnel pipe body 2 and the displacement data of the pontoon 3 during the test.

[0056] In some embodiments, the tunnel pipe body 2 comprises a rod core 2-1, a foam filling layer 2-2, a counterweight ring 2-3 and a plastic outer cladding layer 2-4, the rod core 2-1 provides a target bending stiffness, the foam filling layer 2-2 forms an outer contour and provides a buoyancy, the counterweight ring 2-3 regulates the axial mass distribution, and the plastic outer cladding layer 2-4 realizes overall waterproof sealing.

[0057] In some embodiments, the counterweight ring 2-3 is arranged in a rhythm of one section of counterweight and one section of only foam along the axial direction of the tunnel pipe body 2, the counterweight ring 2-3 is fixed to the foam filling layer 2-2 through structural glue, and the length of the counterweight ring 2-3 at both ends of the model is half of the length of the counterweight ring 2-3 in the middle section, so as to realize axial mass symmetry.

[0058] In some embodiments, the end posture adjusting device 1 comprises a wave angle adjusting mechanism and a submergence depth adjusting mechanism; the wave angle adjusting mechanism is composed of an outer sleeve (wave angle adjusting outer sleeve 1-2) and an inner sleeve (end support inner sleeve 1-1), the outer sleeve is provided with a channel and an angle scale (scale 1-5) along the circumference, the inner sleeve is provided with a positioning bolt 1-4 which can be inserted into the channel and locked, and the wave angle is set by rotating the inner sleeve; the submergence depth adjusting mechanism is composed of inner and outer sleeves (submergence depth adjusting outer sleeve 1-3 and end support inner sleeve 1-1) and is provided with a height adjusting channel and a scale, and the submergence depth is set by adjusting the relative extension and contraction of the sleeves and locking with a bolt (positioning bolt 1-4).

[0059] In some embodiments, the ship impact simulation system comprises a guide rail 11 arranged on one side of the float 3, the impact device (slidable impact device 12) slides along the guide rail 11, and the front end of the impact device is provided with a replaceable impact head 13; the impact energy, position and angle are controlled by adjusting the installation angle of the guide rail 11, the mass and initial speed of the impact device; the impact head 13 can be replaced with different ship bow shapes to simulate various types of ships and impact scenarios.

[0060] In some embodiments, the impact device (slidable impact device 12) is equipped with a speed sensor and / or a force sensor for real-time monitoring of impact speed and impact force.

[0061] In some embodiments, the weak connection assembly comprises a six-axis force sensor 6 and an electromagnetic release mechanism 5, the six-axis force sensor 6 collects force data of the stand column 4 in real time, and when the impact load exceeds a preset threshold, the electromagnetic release mechanism 5 is powered off to disconnect to achieve controllable separation of the middle section of the stand column 4.

[0062] In some embodiments, the measurement system comprises a six-axis force sensor 6 arranged at the weak connection of the stand column 4, a six-axis force sensor 6 arranged at the connection between the end posture adjusting device 1 and the rod core 2-1, a plurality of sets of three-axis acceleration sensors 9 arranged axially along the tunnel pipe body 2, and an optical infrared photosensitive ball 7 arranged above the float 3.

[0063] In some embodiments, the lower end of the stand column 4 is connected to the counterweight ring 2-3 of the tunnel pipe body 2 through fastening screws 10, the counterweight ring 2-3 is fastened to the rod core 2-1 through four uniformly arranged fastening screws 10, forming an integrated mechanical connection.

[0064] In some embodiments, the float 3 is provided with at least two, symmetrically arranged near both ends of the tunnel pipe body 2, and the float 3 adopts a structure of filling foam inside a sealed shell and is provided with an optical infrared photosensitive ball 7 at the top.

[0065] The pontoon type suspended tunnel test device of the embodiment of the present application realizes controllable simulation and measurement of the dynamic response and failure process of the pontoon type suspended tunnel under multiple wave-approaching angles, different immersion depths and ship impact working conditions through the end posture device with adjustable wave-approaching angle and immersion depth, the sectional pipe body and mass ratio design, the controllable impact loading and the automatic separation mechanism of the weak connection, and the complete measurement system. The end posture adjusting mechanism can flexibly adjust the wave-approaching angle and the immersion depth, facilitates quick switching of different test working conditions and low-cost expansion of working condition simulation; the ship impact simulation system is suitable for various types of ships and impact scenarios, the controllable weak connection component in the middle of the stand automatically disconnects when the impact exceeds the threshold, and can realize simulation of the whole process of pontoon separation and local failure; the measurement system collects force, displacement and acceleration data in real time through various sensors. The device can simultaneously simulate multiple working conditions in complex marine environments, effectively makes up for the deficiency that the existing test devices cannot simultaneously consider multiple working condition simulation, and provides key technical support and effective data basis for pontoon type suspended tunnel design criteria formulation, structure optimization and actual engineering construction.

[0066] The features, principles and advantages of the specific embodiments of the present application are further described below.

[0067] A pontoon type suspended tunnel test device considering variable wave-approaching angle and immersion depth of ship impact. The device comprises a tunnel pipe body, an end posture adjusting mechanism, a pontoon, a stand, a ship impact simulation system and a measurement system. The tunnel pipe body adopts a sectional modular design of a rod core, a foam filling layer, a counterweight ring and a plastic outer layer, ensuring the similarity of the model and the prototype in geometry, gravity and elasticity. The end posture adjusting mechanism can flexibly adjust the wave-approaching angle and the immersion depth, facilitating quick switching of different test working conditions and low-cost expansion of working condition simulation. The ship impact simulation system is suitable for various types of ships and impact scenarios, and the controllable weak connection component in the middle of the stand automatically disconnects when the impact exceeds the threshold, thereby realizing simulation of the whole process of pontoon separation and local failure. The measurement system collects force, displacement and acceleration data in real time through various sensors. The device can simultaneously simulate multiple working conditions in complex marine environments, providing reliable test data support for design optimization, performance evaluation and safety analysis of the pontoon type suspended tunnel.

[0068] As shown in Figures 1 to 6 The pontoon type suspended tunnel test device considering ship impact, variable wave-approaching angle and immersion depth comprises an end posture adjusting device 1, a tunnel pipe body 2, a pontoon 3, a stand 4, a measurement system and a ship impact simulation system;

[0069] (1) The tunnel pipe body 2 comprises a rod core 2-1, a foam filling layer 2-2, a counterweight ring 2-3 and a plastic outer layer 2-4; the rod core 2-1 is made of stainless steel material, and the diameter of the rod core 2-1 meets the bending stiffness similarity condition, that is, Lambda5 EI 模型 EI 原型 wherein, E is the material elastic modulus, I is the cross-sectional moment of inertia, Lambda is the geometric scale ratio; through the above calculation, it is ensured that the test model has the same elastic response characteristics as the prototype structure in terms of bending stiffness, and the elastic similarity requirement under the bending dominant working condition is met.

[0070] Through the above design, it is ensured that the test model has the same elastic response characteristics as the prototype structure in terms of bending stiffness, and the elastic similarity requirement under the bending dominant working condition is met. Even if there is a difference in the elastic modulus of the material used in the model (such as stainless steel rod core) and the material of the prototype (such as concrete), the cross-sectional moment of inertia can be changed by adjusting the cross-sectional size of the model (such as the diameter of the steel rod), so that the bending stiffness of the model EI ) meets Lambda 5 EI 模型 EI 原型 the scale relationship, thereby ensuring the similarity of the model and the prototype in mechanical behavior.

[0071] The foam filling layer 2-2 adopts polyurethane closed-cell foam material, and is annularly wrapped outside the rod core 2-1, and the elastic modulus thereof is much lower than that of stainless steel, which can be ignored. The influence on the overall bending stiffness. The foam filling layer 2-2 is composed of a plurality of prefabricated annular foam modules (including foam module A2-2-1 (without weight segment), foam module B2-2-2 (weight installation segment)), each foam module is segmented and sleeved along the axial direction of the rod core 2-1, and is firmly bonded with the rod core 2-1 through structural glue.

[0072] The weight ring 2-3 is an annular stainless steel member, which is embedded in the outer surface of part of the foam module, and is arranged alternately according to the rhythm of "one section with weight, one section only with foam"; all the weight rings 2-3 are also fixed on the foam module through structural glue. In order to avoid local stress concentration and ensure uniform mass distribution, the axial length of each weight ring 2-3 is preferably equal to the length of the adjacent foam module, and the length of the weight ring 2-3 at both ends of the model is half of the length of the weight ring 2-3 in the middle, so as to realize the axial symmetry of the mass. By adjusting the radial thickness, axial length and pitch of the weight ring 2-3, the weight of the tunnel pipe body 2 can be finely controlled, so that the float weight ratio is consistent with the prototype.

[0073] The plastic outer wrapping layer 2-4 is arranged at the outermost side of the tunnel pipe body 2, which realizes overall wrapping, waterproof and surface integrity.

[0074] ​​​​​​​​In summary, the tunnel body 2 adopts a four-layer segmented composite structure: the bar core 2-1 provides the target bending stiffness to meet the elastic similarity; the foam filling layer 2-2 is used for shaping the outer contour and providing buoyancy, so that the model shape meets the geometric similarity; the counterweight ring 2-3 arranged alternately is used for regulating the axial mass distribution, so that the model float-to-weight ratio is consistent with the prototype, and the gravity similarity is met; the outermost plastic outer layer 2-4 is used for overall waterproof sealing and enhancing the structural integrity, so as to meet the requirements of geometric similarity, gravity similarity and elastic similarity test at the same time.

[0075] (2) The float 3 comprises at least two, which are preferably arranged symmetrically near both ends of the tunnel body 2; the float 3 can adopt a structure of a metal or hard plastic sealed shell filled with foam; each float 3 is fixedly connected to the tunnel body 2 above through the column 4 structure, for providing the upward floating force and bearing the vertical support and constraint of the tunnel body.

[0076] (3) The column 4 is a vertical support member, the lower end of which is connected to the counterweight ring 2-3 of the tunnel body 2, the upper end of which is connected to the float 3, and the middle segment of which is provided with a weak connection assembly; the counterweight ring 2-3 below the column 4 is designed in a special structure, which is fastened to the middle bar core 2-1 in a ring direction by four fastening screws 10, so that the column 4-counterweight ring 2-3-bar core 2-1 form an integral mechanical connection without welding, avoiding the influence of welding on the overall stiffness; and without changing the overall stiffness of the tunnel body 2, the foam filling layer 2-2 is prevented from being compressed when the counterweight ring 2-3 is stressed, and the ring rotation of the foam filling layer 2-2 in the stressed state is also prevented. The weak connection assembly comprises a six-axis force sensor 6 and an electromagnet; the weak connection assembly is composed of the six-axis force sensor 6 and the electromagnetic release mechanism 5, the six-axis force sensor 6 collects the stress data of the column 4 in real time and is connected to the control system; when the impact load exceeds the preset safety threshold, the electromagnetic release mechanism 5 is powered off to disconnect, so that the middle segment of the column 4 realizes controllable separation, for reproducing the whole process of the float 3 separation and local failure caused by the ship impact. In addition to the electromagnetic release mechanism, the weak connection assembly can also be realized in other ways: for example, a hot melting type, which melts the preset low-melting-point connection segment by heating through the built-in heating wire when the load exceeds the limit; or a mechanical shearing type, which uses a pin or a metal sheet with a preset shearing strength, and the plastic fracture occurs when the stress exceeds the shearing threshold to realize the separation.

[0077] (4) The end posture adjusting device 1 comprises a wave-encountering angle adjusting mechanism and a submergence depth adjusting mechanism. The wave-encountering angle adjusting mechanism is composed of inner and outer sleeves (the inner sleeve is the end support inner sleeve 1-1, and the outer sleeve is the wave-encountering angle adjusting outer sleeve 1-2) arranged at the upper end of the end support. The outer sleeve is provided with a groove along the circumference and is provided with an angle scale (i.e. the scale 1-5), and the inner sleeve is provided with a positioning bolt 1-4. By rotating the inner sleeve and tightening the positioning bolt 1-4, the wave-encountering angle can be accurately set. The submergence depth adjusting mechanism is arranged at the lower end of the end support, and is provided with an inner and outer sleeve (the inner sleeve is the end support inner sleeve 1-1, and the outer sleeve is the submergence depth adjusting outer sleeve 1-3) inserted sleeve structure and a height adjusting groove and scale (i.e. the scale 1-5). By extending and retracting the sleeve and locking it with a bolt (i.e. the positioning bolt 1-4), the submergence depth can be accurately adjusted and reliably positioned.

[0078] (5) The measuring system comprises a six-axis force sensor 6 arranged at the weak connection of the column 4, a six-axis force sensor 6 arranged at the connection between the end posture adjusting device 1 and the rod core 2-1, a plurality of groups of three-axis acceleration sensors 9 uniformly arranged along the axial direction of the tunnel pipe body 2, and an optical infrared photosensitive ball 7 arranged above the float 3 and cooperating with a six-degree-of-freedom displacement capture system. The six-axis force sensor 6 is used to record the three-directional force and three-directional moment of the column 4 and the pipe body end in real time. The three-axis acceleration sensor 9 is used to obtain the dynamic response of the pipe body under the action of waves and ship impact and the acceleration time history of each measuring point. The optical infrared photosensitive ball 7 cooperates with the six-degree-of-freedom optical motion capture system to collect the six-degree-of-freedom displacement of the float 3.

[0079] (6) The ship impact simulation system comprises a guide rail 11 arranged on one side of the float 3 and a slidable impact device 12. The front end of the slidable impact device 12 is provided with a replaceable impact head 13, which can be made into different ship bow shapes according to needs. By adjusting the angle of the guide rail 11 and the mass and initial speed of the slidable impact device 12, the impact energy, position and angle can be adjusted to simulate different ship impact conditions. The slidable impact device 12 can be equipped with a speed sensor and / or a force sensor to monitor the impact speed and impact force in real time and record the parameters. After the impact occurs, if the impact force does not exceed the bearing limit value of the weak connection assembly, the pipe body and the column 4 remain connected, and the six-axis force sensor 6 records the impact force peak value and the moment change at the impact time of the column 4, and the three-axis acceleration sensor 9 records the vibration acceleration response of the pipe body after being impacted. When the impact force exceeds the preset safety threshold, the weak connection (including the six-axis force sensor 6 and the electromagnetic release mechanism 5) is instantaneously disconnected, and the upper float 3 and the column 4 are separated to further study the response characteristics of the overall structure under the action of waves when the float 3 fails.

[0080] To more clearly show the specific structure and working mechanism of each component, the device is further described in combination with structural details as follows.

[0081] The device provided in this embodiment includes an end attitude adjustment device 1, a tunnel tube 2, a buoy 3, a column 4, a measurement system, and a ship impact simulation system. In this embodiment, the structural connection method, materials, and functions of each component are described below.

[0082] The tunnel body 2 adopts a four-layer segmental composite structure, consisting of a core rod 2-1, a foam filling layer 2-2, a counterweight ring 2-3, and a plastic outer sheath 2-4 from the inside out. The core rod 2-1 is preferably made of stainless steel, and its diameter is determined through calculation to meet the similarity requirements between the model and the prototype in terms of bending stiffness, i.e., to satisfy… Lambda 5 ( EI ) 模型 = ( EI ) 原型 (in E The elastic modulus of the material. I Let the moment of inertia of the cross section be... Lambda (This is a geometric scaling ratio), thus ensuring that the model has the same elastic response characteristics as the prototype under bending-dominant working conditions.

[0083] The foam filling layer 2-2 is made of low-stiffness polyurethane closed-cell foam material and is annularly wrapped around the outside of the core 2-1. The foam filling layer 2-2 is composed of several prefabricated annular foam modules, which are segmented and fitted along the axial direction of the core 2-1 and bonded to the surface of the core 2-1 with structural adhesive to form the outer contour shape of the tunnel body 2. The elastic modulus of the foam material is much lower than that of the stainless steel core 2-1, therefore its impact on the overall bending stiffness of the tunnel body 2 is negligible. This foam layer mainly serves to provide buoyancy and ensure that the model's shape meets geometric similarity requirements. The number of modules can be flexibly increased or decreased according to the size of the test pool and the model dimensions to adjust the total length of the tunnel body 2.

[0084] The counterweight rings 2-3 are annular stainless steel components, embedded in the outer surface of some foam modules. The counterweight rings are arranged alternately along the tunnel pipe 2 axis in a sequence of "one section with counterweight, one section with only foam," that is, foam modules A2-2-1 (without counterweight) and foam modules B2-2-2 (counterweight installation section) are arranged alternately, as shown below. Figure 3All the weight rings 2-3 are firmly fixed outside the corresponding foam modules by structural glue. Preferably, the axial length of each weight ring 2-3 is equal to the length of the adjacent foam module, while the length of the weight rings located at both ends of the tunnel tube body 2 is half of the length of the middle weight ring, so that the axial mass distribution of the tunnel tube body is symmetrical and local stress concentration is avoided. By selecting the radial thickness, axial length and arrangement pitch of the weight rings 2-3, the overall weight distribution of the tunnel tube body 2 can be finely adjusted, so that the float-to-weight ratio (ratio of buoyancy to self-weight) of the tunnel tube body 2 remains consistent with the prototype design. For example, by adjusting the parameters of the weight rings 2-3, the float-to-weight ratio of the model tunnel tube body 2 can be controlled to about 0.9, meeting the requirements of the gravitational similarity criterion.

[0085] The plastic outer cladding 2-4 is arranged at the outermost side of the tunnel tube body 2 and is made of a water-resistant and tough plastic material (such as PVC or polyethylene) to integrally cover the tunnel tube body 2. The outer cladding is used to achieve waterproof sealing of the model and to improve the integrity and smoothness of the outer surface of the tunnel tube body 2. Preferably, the thickness of the plastic outer cladding 2-4 is in the order of millimeters, which does not significantly increase the weight or affect the structural stiffness of the model while providing sealing protection. In summary, the tunnel tube body 2 is designed by the combination of the above-mentioned rod core 2-1, foam filling layer 2-2, weight ring 2-3 and plastic outer cladding 2-4, which meets the test requirements of geometric similarity, gravitational similarity and elastic similarity.

[0086] The pontoons 3 are used to provide upward floating force for the tunnel tube body 2 and to bear the vertical support and constraint of the tunnel tube body 2 through the columns 4. In this embodiment, at least two pontoons 3 are provided with a geometric similarity distance to the prototype. The pontoons 3 can be sealed hollow shell structures, preferably made of metal materials (such as aluminum alloy, stainless steel) or hard engineering plastics, and filled with light foam inside. The pontoon shell can also be made of composite materials, preferably in a sandwich structure, with the sandwich being closed-cell polyurethane foam material. Since the closed-cell polyurethane foam has very low water absorption rate, it does not need additional complex waterproof treatment, which not only ensures the lightweight structure but also provides stable buoyancy. The sealing method of the pontoon shell can be selected according to the material: the metal shell can be sealed by laser welding, and the plastic or composite shell can be sealed by a rubber sealing ring. It has been measured that the water absorption rate of the closed-cell polyurethane foam used in this device is about 4%, which can meet the requirements of the test on the stability of the buoyancy. The size and buoyancy of the pontoons 3 are determined according to the model scale and the float-to-weight ratio requirements. The pontoons 3 are fixedly connected to the tunnel tube body 2 through the columns 4, and the tunnel tube body 2 is suspended at a set immersion depth under the static condition of the model, and each pontoon 3 is kept at a set water depth.

[0087] A connecting flange can be provided on the lower surface of the pontoon 3 to ensure a secure connection with the upper end of the column 4 and to distribute the stress at the connection between the pontoon 3 and the column 4. Preferably, the connection node between the pontoon 3 and the column 4 has high strength and can reliably remain unbroken under repeated wave loads and impact loads. In addition, several optical infrared photosensitive balls 7 are installed on the top of the pontoon 3 to cooperate with an external optical motion capture system to measure the movement of the pontoon. Considering that waves may cause the pontoon to be splashed during the test, the surface of the optical infrared photosensitive balls is treated with waterproof and anti-fog coating (such as coating with a hydrophobic coating), which can effectively avoid data loss caused by water film or fog adhesion, reduce the interference of water surface reflection and wave obstruction on optical positioning, and ensure the accuracy of displacement measurement data.

[0088] The column 4 is a vertical support component connecting the pontoon 3 and the tunnel body 2. Its lower end is fixed to the counterweight ring 2-3 of the tunnel body 2 by fastening screws 10, and its upper end is connected to the pontoon 3. In this embodiment, each pontoon 3 is provided with one column 4. The column 4 is preferably made of high-strength metal material (such as steel or aluminum alloy) to withstand the forces transmitted by waves and impacts. Figure 5 As shown, the counterweight ring 2-3 is reliably connected to the column 4 and the core rod 2-1 via four evenly arranged circumferential fastening screws 10. The fastening screws 10 can be made of stainless steel or titanium alloy to improve corrosion resistance; they can also be galvanized or coated with an anti-corrosion coating to further enhance their rust resistance in marine environments and ensure the long-term stability of the connection structure. This secure mechanical connection eliminates the need for welding, avoiding the adverse effects of welding on the overall mechanical properties of the tunnel body 2. Simultaneously, this structure ensures that the foam filling layer 2-2 below will not be crushed when the column 4 is under load, and prevents the counterweight ring 2-3 from rotating circumferentially under load. Through the above connection design, the column-counterweight ring-core rod form an integrated structure with sufficient strength when bearing vertical and lateral loads.

[0089] A controllable failure weak connection assembly is arranged in the middle section of the column 4, which is used to simulate the shedding mechanism of the pontoon 3 under the impact of overload. The weak connection assembly is composed of a six-axis force sensor 6 and an electromagnetic release mechanism 5. The six-axis force sensor 6 is installed at the connection interface of the two parts in the middle section of the column 4, which is used to monitor the three-way force and three-way torque data of the column 4 in real time, and transmit the signal to the external control system. In the normal working state, the electromagnetic release mechanism is energized and attracted to ensure that the connection of the middle section of the column 4 is firm and not disconnected. When the impact load suffered by the pontoon 3 is lower than the preset threshold, the weak connection assembly remains locked, and the column 4 is rigidly connected as a whole to ensure normal operation of the structure. Preferably, the preset threshold can be determined according to the safety working condition of the prototype design, for example, corresponding to the maximum impact force that the prototype pontoon can withstand is reduced to the model scale in proportion. Once it is monitored that the impact force of the middle section of the column 4 exceeds the preset safety threshold, the control system will immediately cut off the power supply of the electromagnetic release mechanism 5 and instantaneously disconnect, so that the connection of the middle section of the column 4 is automatically disconnected, separating the upper pontoon 3 from the lower tunnel body 2. This design can reproduce the failure process of the pontoon shedding caused by ship impact, which helps to study the dynamic response characteristics of the tunnel structure after the pontoon fails.

[0090] The end posture adjusting device 1 is installed at the end of the tunnel body 2, which is used to adjust the encounter angle of the model relative to the direction of the waves on the water surface, and control the immersion depth of the tunnel body 2 in the water. In this embodiment, the end posture adjusting device 1 includes an encounter angle adjusting mechanism and an immersion depth adjusting mechanism. The encounter angle adjusting mechanism is arranged at the upper end of the end support, which is used to adjust the rotation angle of the tunnel body 2 around the vertical axis. As shown in Figure 4 , the mechanism is composed of an end support inner sleeve 1-1 and an encounter angle adjusting outer sleeve 1-2. The encounter angle adjusting outer sleeve 1-2 is provided with an arc-shaped channel along the circumference and has a scale 1-5 marked with angles, and is provided with a positioning bolt 1-4 for locking. When adjusting, loosen the positioning bolt 1-4, rotate the end support inner sleeve 1-1 to drive the tunnel body 2 to rotate around the vertical axis to the target encounter angle position (for example, 0° to 30° or 45° relative to the wave direction), and then tighten the bolt to fix, realizing the precise setting of the encounter angle. Preferably, the encounter angle can be continuously adjusted in the range of 0-90° to adapt to different oblique wave, oblique flow and oblique wind working conditions. The immersion depth adjusting mechanism is arranged at the lower end of the end support, which is used to adjust the vertical position height of the tunnel body 2 in the water. The mechanism also adopts the structure of inserting the inner and outer sleeves, which is composed of an immersion depth adjusting outer sleeve 1-3 and an end support inner sleeve 1-1, and is provided with a vertical sliding groove and a corresponding scale 1-5. By adjusting the relative extension length of the inner and outer sleeves and locking and fixing with the positioning bolt 1-4, the tunnel body 2 can be moved up and down to the desired immersion depth position. The above-mentioned encounter angle and immersion depth adjusting mechanisms ensure the consistency of rapid switching between tests and repeated positioning.

[0091] This device is equipped with a comprehensive measurement system for acquiring mechanical response and motion data during the testing process. For example... Figure 1 As shown, a six-axis force sensor 6 is installed at the weak connection of the column 4. Another six-axis force sensor 6 is installed via flange 8 at the connection between the end attitude adjustment device 1 and the core 2-1, used to measure the triaxial force and triaxial moment experienced by the column 4 and the support of the tunnel pipe 2. Multiple sets of triaxial acceleration sensors 9 are evenly distributed along the axial direction of the tunnel pipe 2, for example, one set every other foam section, used to acquire the vibration acceleration time history response of each measuring point of the tunnel pipe 2 under wave and impact effects. Preferably, the installation positions of the triaxial acceleration sensors 9 include both ends, the middle, and important structural changes of the tunnel pipe 2, to comprehensively capture the modal and response characteristics of the structure. In addition, several optical infrared photosensitive balls 7 are installed on the top of each float 3, arranged as shown... Figure 1 As shown, it is used in conjunction with an external six-degree-of-freedom motion capture system. These optical infrared photosensitive spheres 7 are used to reflect the motion trajectory of the pontoon 3 in space. By tracking the position of the optical infrared photosensitive spheres 7, the motion capture system can calculate the motion response data of the pontoon 3 in six degrees of freedom (3 translations + 3 rotations). Through the above measurement system, this device can simultaneously acquire the force, acceleration, and displacement data of key structural components during the experiment, providing detailed evidence for analyzing the dynamic response of the pontoon-type suspended tunnel under various working conditions.

[0092] The ship impact simulation system is used to apply controlled impact loads during experiments to simulate a ship colliding with buoy 3. Figure 6 As shown, the system includes a guide rail 11 disposed on one side of the pontoon 3 and a sliding impact device 12 mounted thereon. The position and orientation of the guide rail 11 relative to the pontoon can be adjusted to change the impact point and direction. For example, the guide rail can be fixed horizontally or at a certain angle in the test pool, allowing the sliding impact device 12 to impact the side of the pontoon with a desired trajectory. The sliding impact device 12 moves along the guide rail 11, and its front end is equipped with a replaceable impact head 13. The impact head 13 can be made into different bow shapes as needed to simulate the impact characteristics of different types of ships. Preferably, the impact head is made of a rigid material (such as steel or hard plastic) and is connected by a standard flange for easy replacement. By adjusting the installation angle of the guide rail 11 and the mass and initial velocity of the sliding impact device 12, the impact energy, impact position, and impact angle can be adjusted and controlled. Specifically, the total mass of the sliding impact device can be changed by adding or removing counterweights. For example, in this embodiment, the sliding impact device 12 can be counterweighted to different levels such as 5 kg or 10 kg. The initial velocity can be precisely controlled by spring energy storage and release or other projectile devices. The impact energy can be calculated using the kinetic energy formula. E k =0.5 mvThe device preferably adopts a fixed impact device mass m in a manner of adjusting the initial speed v to control the energy size; wherein the speed adjustment can be achieved by changing the release height, and the gravitational potential energy is converted into kinetic energy E k The impact speed and corresponding energy can be accurately controlled by presetting different release heights. The guide rail angle can also be adjusted in the horizontal plane, such as 0° (positive side impact) to 30°, 45° (oblique impact), etc., to study the influence of different collision incident angles on the structural response. Measurement sensors, such as speed sensors and force sensors, can be integrated on the sliding impact device. The speed sensor is used to monitor the actual speed of the impact device at the moment of impact, ensuring that the test reaches the predetermined impact speed value; the force sensor is used to measure the impact force time history of the buoy during the impact. The impact parameters obtained by these sensors will be transmitted synchronously to the data acquisition system for recording. Combined with the high-speed camera recording the impact contact time and other waveform characteristics, the consistency of the impact energy transmission can be verified; in the test, the fixed impact device mass is preferred, and the energy is controlled by adjusting the speed to improve the stability and repeatability of the impact process.

[0093] In summary, the present application realizes the controllable simulation and measurement of the dynamic response and failure process of the floating pontoon suspended tunnel under different ship impact working conditions with adjustable wave-approaching angle and immersion depth end posture device, segmented pipe body and mass ratio design, controllable impact loading and weak connection automatic separation mechanism, and complete measurement system.

[0094] Compared with the prior art, the significant advantages of the embodiments of the present application mainly include:

[0095] (1) The model similarity is more complete. The test model meets the geometric similarity, gravity similarity and elastic similarity, and can more realistically simulate the stress and deformation characteristics of the pipe body of the floating pontoon suspended tunnel.

[0096] (2) The structural parameters are convenient to adjust. The segmented modular design of "rod core-foam filling layer-weight ring-plastic outer layer" is adopted, and the modules can be flexibly added or reduced to lengthen or shorten the model according to the pool size and test requirements; by adjusting the pitch, axial length and thickness of the weight ring, the axial mass distribution and the float-to-weight ratio are finely matched, and different scales and parameter combinations are adapted.

[0097] (3) The wave-approaching angle and immersion depth can be accurately adjusted and repeatedly reset. The end posture adjusting device can realize continuous adjustment of the wave-approaching angle and immersion depth, and is provided with scales and locking structures, which facilitates quick switching and repeated positioning between different test working conditions.

[0098] (4) Low-cost implementation of multi-condition expansion. Through the rotation model, oblique wave, oblique current and wind conditions such as headwind can be obtained without large-scale oblique wind wave current simulation equipment, thereby reducing the test cost and improving the arrangement efficiency.

[0099] (5) Controllable impact loading parameters. Impact energy, position and angle can be independently adjusted, and impact head can be replaced with different ship bow shapes according to requirements, suitable for simulation of various ship types and impact scenarios.

[0100] (6) Automatic failure process reproduction. The weak connection is composed of six-axis force sensors and electromagnetic release mechanism, which automatically disconnects when the impact exceeds the threshold, simulates the whole process of float separation and local failure, and synchronously records the force and response data at the failure moment.

[0101] (7) Complete test data acquisition. Six-axis force sensors, multi-point three-axis acceleration of pipe body and six-degree-of-freedom optical motion capture work together to simultaneously acquire force, displacement and acceleration data, facilitating multi-condition comparative analysis.

[0102] The above is a further detailed description of the present application in combination with specific / preferred embodiments, and the specific implementation of the present application cannot be limited to these descriptions. For ordinary skilled persons in the technical field to which the present application belongs, without departing from the concept of the present application, they can make several alternatives or modifications to the described embodiments, and these alternatives or modifications shall be regarded as belonging to the protection scope of the present application.

Claims

1. A floating pontoon type suspended tunnel test device considering the variable angle of attack of a ship hitting a wave, the depth of immersion, characterized in that, include: The tunnel body adopts a segmented modular design; the tunnel body includes a core rod, a foam filling layer, a counterweight ring, and a waterproof outer layer. The core rod provides the target bending stiffness, the foam filling layer forms the outer contour and provides buoyancy, the counterweight ring regulates the axial mass distribution, and the waterproof outer layer achieves overall waterproof sealing. An end attitude adjustment device is used to adjust the wave angle and immersion depth of the tunnel pipe. The end attitude adjustment device includes a wave angle adjustment mechanism and an immersion depth adjustment mechanism. The wave angle adjustment mechanism consists of an outer sleeve and an inner sleeve. The outer sleeve has a groove along its circumference, and the inner sleeve has a positioning bolt that can be inserted into the groove and locked. The wave angle is set by rotating the inner sleeve. The immersion depth adjustment mechanism consists of an inner and outer sleeve connected together and has a height adjustment groove. The immersion depth is set by adjusting the relative extension and retraction of the sleeves and locking them with bolts. A pontoon, which is connected to the tunnel tube by a column, is used to provide buoyancy; The column is connected between the tunnel pipe and the pontoon, and a weak connection component is provided in the middle section. The weak connection component automatically disconnects when the impact load exceeds a preset threshold. A ship impact simulation system, which includes an impact device with adjustable impact energy, position and angle; The measurement system includes multiple sensors for collecting data on the forces acting on the column and the tunnel pipe, the acceleration of the tunnel pipe, and the displacement of the pontoon during the test.

2. The pontoon-type floating tunnel test device according to claim 1, wherein The counterweight rings are arranged alternately along the tunnel pipe axis in a rhythm of one section with counterweight and one section with only foam. The counterweight rings are fixed to the foam filling layer with structural adhesive. The length of the counterweight rings at both ends of the model is half that of the middle counterweight ring to achieve axial mass symmetry.

3. The pontoon-type floating tunnel test device according to claim 1, wherein The outer sleeve is also provided with angle scales along its circumference; the immersion depth adjustment mechanism is also provided with scales.

4. The floating tunnel test device as described in claim 1, characterized in that, The ship impact simulation system includes a guide rail set on one side of the pontoon, an impact device that slides along the guide rail, and a replaceable impact head at the front end of the impact device; the impact energy, position and angle can be controlled by adjusting the installation angle of the guide rail, the mass of the impact device and the initial speed; the impact head can be replaced with different bow shapes to simulate various ship types and impact scenarios.

5. The floating tunnel test device as described in claim 1, characterized in that, The impact device is equipped with a velocity sensor and / or a force sensor for real-time monitoring of impact speed and impact force.

6. The floating tunnel test device as described in claim 1, characterized in that, The weak connection component includes a six-axis force sensor and an electromagnetic release mechanism. The six-axis force sensor collects the force data of the column in real time. When the impact load exceeds a preset threshold, the electromagnetic release mechanism is de-energized and disconnected to achieve controllable separation of the middle section of the column.

7. The floating tunnel test device as described in claim 1, characterized in that, The measurement system includes a six-axis force sensor installed at the weak connection of the column, a six-axis force sensor installed at the connection between the end attitude adjustment device and the core, multiple sets of triaxial acceleration sensors arranged along the tunnel tube axis, and an optical infrared photosensitive ball arranged above the pontoon.

8. The floating tunnel test device as described in claim 1, characterized in that, The lower end of the column is connected to the counterweight ring of the tunnel pipe by fastening screws. The counterweight ring is fastened to the core by four evenly arranged circumferential fastening screws, forming an integrated mechanical connection.

9. The floating tunnel test device as described in claim 1, characterized in that, At least two pontoons are provided, symmetrically arranged near both ends of the tunnel tube. The pontoons adopt a structure with a sealed shell filled with foam and an optical infrared photosensitive ball on the top.

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