A multi-hole tunnel cold protection system and a multi-hole tunnel

Abstract

The application provides a multi-hole tunnel cold-proof system and a multi-hole tunnel. The cold-proof system comprises a heat preservation structure, a heating structure and a blower. The heat preservation structure is installed on the surface of the secondary lining of the tunnel and forms an air layer for heat preservation. The heating structure comprises a heating air pipe arranged in the air layer. The air inlet of the heating air pipe is located at the highest temperature position in one of the tunnels. The heating air pipe comprises a first air pipe part and a second air pipe part. The first air pipe part extends from the air inlet towards the outlet end of the tunnel where the air inlet is located. The second air pipe part extends from the air inlet towards the inlet end of the other tunnel. The blower is in communication with the air inlet of the heating air pipe. The two ends of the multi-hole tunnel are respectively provided with the cold-proof system. The multi-hole tunnel cold-proof system provided by the application greatly shortens the layout length of the cold-proof system by virtue of the characteristics that the two highest temperature positions are close to the two ends of the tunnel, thereby reducing the heat preservation cost and forming a scientific, green, low-carbon and environmentally-friendly heat preservation method for tunnels in cold regions.

Description

Technical Field

[0001] This invention relates to the field of tunnel insulation technology, specifically to a multi-cavity tunnel insulation system and a multi-cavity tunnel. Background Technology

[0002] Tunnels in cold regions are frequently affected by sub-zero temperatures, leading to frost damage that poses a serious threat to tunnel structural stability and public transportation safety. To alleviate and eliminate frost damage, the industry generally adopts a combination of active and passive insulation and cold protection measures, such as the active and passive cold protection unit, cold protection device and its cold protection system for cold region tunnels disclosed in CN121407996A.

[0003] The tunnel entrance connects to the cold outside environment, where the temperature is lowest. Inside the tunnel, due to geothermal activity and the waste heat and high-temperature exhaust gases from car engines, the temperature is higher, creating a temperature gradient that is low at both ends and high in the middle. Normally, the highest temperature inside a tunnel occurs in the middle, but the airflow from the entrance to the exit caused by moving vehicles shifts the location of the highest temperature towards the exit. Therefore, in multi-tunnel structures, because the traffic flow in the two tunnels is opposite, the locations of the highest temperatures in the two tunnels are not the same, but rather closer to the ends of the tunnel.

[0004] Existing thermal insulation and cold protection measures are mostly designed for conventional single-tube tunnels and have not been optimized and improved to suit the unique working conditions of multi-tube tunnels. Although such measures can also be applied to multi-tube tunnels, they generally suffer from problems such as high energy consumption and high insulation costs. Summary of the Invention

[0005] The purpose of this invention is to overcome the above-mentioned technical deficiencies and propose a multi-hole tunnel cold protection system and a multi-hole tunnel, thereby solving the technical problem of the lack of a suitable heat preservation and cold protection system for multi-hole tunnels in the prior art.

[0006] To achieve the above-mentioned technical objectives, the present invention adopts the following technical solution: In a first aspect, the present invention provides a multi-tunnel insulation system, wherein the multi-tunnel comprises at least two tunnels with lanes running in opposite directions, and the multi-tunnel insulation system is disposed at the end of the multi-tunnel, comprising: an insulation structure, a heating structure, and a blower. The thermal insulation structure is installed on the secondary lining surface of the tunnel and forms an air layer for thermal insulation with the secondary lining surface of the tunnel. The heating structure includes a heating duct disposed within the air layer, with its air inlet located at the highest temperature point in one of the tunnels. The heating duct includes a first duct section and a second duct section. The first duct section extends from the air inlet toward the outlet end of the tunnel where the air inlet is located, and the second duct section extends from the air inlet toward the inlet end of another tunnel. The blower is connected to the air inlet of the heating air duct to deliver high-temperature air from the tunnel into the heating air duct.

[0007] In some embodiments, the thermal insulation structure includes a heat insulation layer, a heat-conducting layer, and a support. The heat-conducting layer covers the secondary lining surface of the tunnel, and the heat insulation layer is installed on the side of the heat-conducting layer away from the secondary lining of the tunnel via the support. An air layer is formed between the heat insulation layer and the heat-conducting layer.

[0008] In some embodiments, the insulation layer includes multiple insulation panels, which are arranged in a matrix and assembled on the bracket.

[0009] In some embodiments, the heating duct further includes a horizontal duct section, the first duct section and the second duct section have the same structure and are respectively arranged in two tunnels, the horizontal duct section is connected to the first duct section and the second duct section respectively, and the air inlet is located on the horizontal duct section.

[0010] In some embodiments, the first duct section includes multiple longitudinal ducts, which are evenly distributed along the circumference of the tunnel, and each longitudinal duct is arranged along the length of the tunnel. One end of each longitudinal duct is connected to the transverse duct section, and the other end extends into the air layer located at the tunnel entrance.

[0011] In some embodiments, the heating structure further includes heaters disposed within the longitudinal duct, and the arrangement density of the heaters gradually increases along the direction closer to the tunnel entrance.

[0012] In some embodiments, the heating structure further includes heat-conducting fins disposed on the outer surface of the longitudinal duct, the heat-conducting fins extending along the length direction of the longitudinal duct.

[0013] In some embodiments, a plurality of temperature sensors are also uniformly arranged within the air layer along the length of the tunnel.

[0014] In some embodiments, the heating duct has a plurality of air inlets distributed along the length of the tunnel, and each air inlet is provided with a damper, a temperature sensor and a blower.

[0015] Secondly, the present invention also provides a multi-hole tunnel, wherein the multi-hole tunnel is provided with the aforementioned multi-hole tunnel cold protection system at both ends.

[0016] Compared with the prior art, the beneficial effects of the present invention are as follows: The multi-tunnel frost protection system provided by this invention is designed for the unique temperature conditions of multi-tunnels. It deploys frost protection systems on both sides of the tunnel, utilizing the high-temperature air at the highest point within the tunnel to heat the entrances of both tunnels, thus eliminating frost damage. On one hand, by utilizing the high-temperature air inside the tunnel, energy consumption is significantly reduced. On the other hand, by taking advantage of the fact that the two highest-temperature locations in a multi-tunnel are close to both ends of the tunnel, the deployment length of the frost protection system is significantly shortened, thereby reducing equipment costs. This system solves the problems of insufficient durability and inadequate insulation capacity of traditional insulation materials under prolonged extreme low temperatures, forming a scientific, green, low-carbon, and environmentally friendly dynamic temperature regulation and insulation method for cold-region tunnels. Attached Figure Description

[0017] Figure 1 This is a schematic diagram of the layout of the multi-hole tunnel cold protection system provided in an embodiment of the present invention; Figure 2 This is a cross-sectional view of the tunnel provided in an embodiment of the present invention; Figure 3 yes Figure 2 Enlarged view of point A in the middle. Detailed Implementation

[0018] To make the objectives, technical solutions, and advantages of this invention clearer, the invention will be further described in detail below with reference to the accompanying drawings and embodiments. It should be understood that the specific embodiments described herein are merely illustrative and not intended to limit the invention.

[0019] To address the technical problem of the lack of a suitable insulation and cold protection system for multi-hole tunnels, this invention provides a cold protection system for multi-hole tunnels that can achieve low-cost cold protection and warmth preservation for multi-hole tunnels.

[0020] It should be noted that the multi-tunnel in this application includes at least two driving tunnels with lanes facing opposite directions. This can be a twin-tunnel with lanes in opposite directions, or a tri-tunnel or multi-tunnel, which includes one or more service tunnels in addition to the two driving tunnels with lanes facing opposite directions. Alternatively, it can involve one or more tunnels with lanes facing one direction and one or more tunnels with lanes facing another direction. In short, as long as the lanes within a single tunnel are unidirectional and the bidirectional lanes belong to different tunnels, this multi-tunnel cold-weather protection system can be used.

[0021] This application uses a twin-tube tunnel as an example for illustration. The layout and working principle of multi-tube tunnels are the same as those of twin-tube tunnels, so they will not be described again.

[0022] Please see Figures 1 to 3 , Figure 1 This is a schematic diagram of the layout of the multi-hole tunnel cold protection system provided in an embodiment of the present invention; Figure 2This is a cross-sectional view of the tunnel provided in an embodiment of the present invention; Figure 3 yes Figure 2 A magnified view of point A in the middle. It should be noted that... Figure 1 The diagram illustrates the correspondence between the location of the cold-weather protection system and the temperature inside the tunnel. Figure 1 In the diagram, the upper and lower temperature gradients correspond to the internal temperatures of the tunnels without frost protection systems in frigid climates. The arrows within the tunnels indicate the direction of travel. Clearly, the airflow generated by vehicle movement causes the highest temperatures within the tunnels to shift towards the tunnel exits, with the highest temperatures in both tunnels located near the ends of the multi-tunnel system. The purpose of the frost protection system is to heat the areas below 0°C at both ends of the tunnel, maintaining their temperature above 0°C to prevent frost damage.

[0023] This multi-tunnel insulation system is installed at the end of the multi-tunnel and includes an insulation structure 1, a heating structure 2, and a blower 3.

[0024] Insulation structure 1 is installed on the secondary lining surface of the tunnel, forming an air layer for insulation. Air is a poor conductor of heat, and the non-conveying air itself provides good insulation. When the outside temperature is not particularly low, insulation structure 1 alone can complete the tunnel insulation task.

[0025] To save on the installation cost of insulation structure 1, it is only necessary to lay insulation structure 1 on... Figure 1 The area corresponding to temperatures below 0℃. In order to retain a certain performance redundancy, in actual construction, the insulation structure 1 is generally laid in the area slightly above 0℃, such as 3℃~5℃.

[0026] The heating structure 2 includes a heating duct 21 disposed within the air layer. The air inlet of the heating duct 21 is located at the highest temperature point in one of the tunnels, corresponding to the highest point of the temperature gradient curve. The heating duct 21 includes a first duct section 211 and a second duct section 212. The first duct section 211 extends from the air inlet toward the exit end of the tunnel where the air inlet is located, and the second duct section 212 extends from the air inlet toward the inlet end of another tunnel.

[0027] It's easy to understand that in a multi-tunnel configuration, the entrance of one tunnel and the exit of another are located on the same side. In other words, the effective area of ​​this frost protection system is the exit section of one tunnel and the entrance section of the other tunnel located on the same side. By installing two frost protection systems at each end of the multi-tunnel, the vulnerable frost-prone areas at both ends of the tunnel can be protected. Meanwhile, the middle section of the tunnel, heated by geothermal energy, can maintain a temperature above 0°C even without a frost protection system.

[0028] The blower 3 is connected to the air inlet of the heating duct 21 to deliver high-temperature air from inside the tunnel into the heating duct 21. When the outside temperature drops further, the hottest air inside the tunnel is transported through the heating duct 21 toward the tunnel entrance to heat the air layer and prevent the tunnel from freezing.

[0029] Please see Figure 2 and Figure 3 In some embodiments, the thermal insulation structure 1 includes a heat insulation layer 11, a heat conduction layer 12, and a support 13. The heat conduction layer 11 covers the secondary lining surface of the tunnel, and the heat insulation layer 12 is installed on the side of the heat conduction layer 11 away from the secondary lining of the tunnel via the support 13. An air layer is formed between the heat insulation layer 12 and the heat conduction layer 11.

[0030] Based on the above embodiments, the heat insulation layer 12 includes multiple heat insulation panels 121, which are arranged in a matrix and assembled on the bracket 13. The heat insulation layer 12, with its modular structure, is easy to disassemble, facilitating maintenance of the internal heating duct 21. The heat insulation panels 121 are connected to the bracket 13 by snap-fit ​​connections, and the gaps between adjacent heat insulation panels 121 are kept as small as possible to reduce air convection. In some embodiments, the gaps can be sealed, for example, by injecting sealant or applying sealing tape.

[0031] In other embodiments, the insulation layer 12 may also adopt an integrated structural design, which can effectively reduce seams and connection points, thereby significantly improving the overall insulation performance and achieving better insulation effect.

[0032] In some embodiments, the heating duct 21 further includes a transverse duct section 213. The first duct section 211 and the second duct section 212 have identical structures and are respectively arranged in two tunnels. The transverse duct section 213 connects the first duct section 211 and the second duct section 212, and the air inlet is located on the transverse duct section 213. The transverse duct section is used to laterally connect the first duct section 211 and the second duct section 212 located in the two tunnels. Since the first duct section 211 and the second duct section 212 have the same function, they can adopt completely identical structures. Of course, in actual operation, appropriate adjustments can be made according to the actual conditions of the tunnels, so that there are some differences between the first duct section 211 and the second duct section 212.

[0033] Based on the above embodiments, the first duct section 211 includes multiple longitudinal ducts, which are evenly distributed along the circumference of the tunnel, and each longitudinal duct is arranged along the length of the tunnel. One end of each longitudinal duct is connected to the transverse duct section 213, and the other end extends into the air layer located at the tunnel entrance. Driven by the blower 3, the high-temperature air in the transverse duct section 213 enters each longitudinal duct and moves along the longitudinal duct towards the tunnel entrance. During the movement, the high-temperature air in the longitudinal duct exchanges heat with the low-temperature air in the air layer, causing the air layer temperature to rise, thereby preventing tunnel icing.

[0034] High-temperature air inside the longitudinal duct is ejected from the end of the longitudinal duct within the air layer at the tunnel entrance. To reduce air resistance, a few exhaust vents can be opened on the insulation layer 12 at the tunnel entrance for exhaust, or exhaust can be carried out through the gaps between the insulation plates 121 of the insulation layer 12 at the tunnel entrance. The key is to ensure that the high-temperature air flows smoothly along the longitudinal duct.

[0035] Based on the above embodiments, the heating structure 2 also includes a heater 22 disposed within the longitudinal air duct. The main function of the heater 22 is to activate in a timely manner when the heat carried by the original high-temperature air inside the tunnel cannot meet the preset temperature control requirements due to changes in environmental conditions or the influence of external temperature. This heater acts as a supplementary heat source, supplying additional heat energy to the air inside the longitudinal air duct, thereby effectively compensating for the heat difference and ensuring that the temperature inside the air layer remains above freezing. Furthermore, due to the intrusion effect of cold air from the outside, the temperature decreases closer to the tunnel entrance. Therefore, the installation layout of the heater 22 has been carefully planned. Its density is not uniformly distributed, but rather follows a path extending from inside the tunnel towards the entrance. As the ambient temperature gradually decreases, the number of heaters 22 gradually increases, forming a gradient heat compensation strategy to more accurately adapt to the actual heating needs of different sections and improve the overall energy efficiency and responsiveness of the heating system.

[0036] The heater 22 is preferably an electric heater, which is installed in a plate shape inside the longitudinal air duct. The air is heated when it passes through the heater 22. It is best to enable group control of the heaters 22 in the longitudinal air duct, so as to flexibly control the number of heaters 22 to be activated according to the actual temperature, so that the tunnel temperature is just heated to above the freezing point, avoiding energy waste.

[0037] The power system of heater 22 is designed to be flexible and diverse. It can be directly connected to the conventional municipal power grid, or it can be powered by photovoltaic power generation devices and wind power generation equipment installed in the area surrounding the tunnel, combined with high-efficiency energy storage equipment to build a complementary renewable energy power supply system. This diversified power supply method not only significantly improves the green environmental protection and low carbon emission level of the entire system, but also helps to reduce dependence on traditional energy sources, thereby effectively reducing the overall cost of the equipment in the long-term operation process and achieving more sustainable economic and environmental benefits.

[0038] Based on the above embodiment, multiple temperature sensors are also uniformly arranged along the length of the tunnel within the air layer to detect the temperature at various points within the air layer. When the hot air inside the tunnel cannot meet the demand, and the temperature sensors detect that some areas within the air layer still have a temperature below 0°C (i.e., the freezing point), the heater 22 in the corresponding area is activated to supplement the heat and prevent the tunnel from freezing.

[0039] In some embodiments, the heating structure 2 further includes heat-conducting fins 23 disposed on the outer surface of the longitudinal duct, the heat-conducting fins 23 extending along the length of the longitudinal duct to improve the heat exchange rate inside and outside the longitudinal duct.

[0040] To achieve the best heating effect, the air inlet of the heating duct should be located at the highest temperature point in the tunnel. However, the location of the highest temperature point in the tunnel is affected by the airflow generated by vehicles, and the number and speed of vehicles may change, causing the location of the highest temperature point in the tunnel to vary.

[0041] To address this issue, in a preferred embodiment, the heating duct 21 has multiple air inlets distributed along the tunnel's length. Each air inlet is equipped with a damper, a temperature sensor, and a blower 3. The temperature sensor detects the temperature at that air inlet. When hot air needs to be extracted for frost prevention and heating, the temperature sensor detects the temperature at each air inlet, and then controls the damper at the inlet with the highest temperature to open and the blower 3 to start. The dampers at other air inlets are closed, and the blowers 3 are not activated. This allows the hottest air in the tunnel to be extracted to heat the air layer, achieving the best heating effect.

[0042] For key equipment such as heater 22, blower 3, and dampers, their operation and control methods offer flexibility and diversity. On the one hand, operators can manually adjust and control these devices based on real-time temperature data collected by temperature sensors, relying on professional judgment and experience to ensure that the air layer temperature remains above freezing. On the other hand, to achieve more efficient, accurate, and intelligent temperature management, temperature sensors can be effectively and stably connected to the system controller via electrical and signal connections. Through this connection, the system can automatically trigger the start-up procedure of the anti-freezing system based on preset temperature thresholds and logic algorithms, and achieve continuous, dynamic, and intelligent control of related equipment. This reduces manual intervention while improving the overall system's response speed, control accuracy, and operational reliability.

[0043] See you again Figure 1 The present invention also provides a multi-hole tunnel, wherein a multi-hole tunnel cold protection system is respectively provided at both ends of the multi-hole tunnel.

[0044] It should be noted that the core design of this cold-weather protection system utilizes the unique condition that the highest temperature locations in two tunnels of a multi-tunnel system are located near the two ends of the tunnel. In contrast, for a single-tunnel system, because its two lanes are located within the same tunnel, the airflow generated by vehicles in both directions cancels each other out, resulting in the highest temperature location typically being near the tunnel center.

[0045] Therefore, if the cold-proofing solution of this invention—that is, extracting high-temperature air from the highest temperature point inside the tunnel to heat the air layer used for insulation—is applied to a single-tube tunnel, the length of the heating duct would be too long, essentially equivalent to the entire length of the single-tube tunnel. This would result in high equipment costs, making the cold-proofing system uneconomical. Furthermore, due to the excessive length of the heating duct, the air pressure loss along the way would be too great, making it difficult for the blower to deliver the hot air to the lowest temperature tunnel entrance, posing significant engineering challenges.

[0046] Multi-tunnels do not have the aforementioned problems. The highest temperature locations in the two tunnels with different lane directions are close to their respective tunnel exits, i.e., located at opposite ends of the multi-tunnel. This reduces the distance between the highest temperature location in one tunnel and its exit, as well as the distance to the entrance of the other tunnel, allowing the heating duct 21 to be installed only between the highest temperature location and the closer tunnel entrance. The section of the tunnel between the highest temperature locations of the two tunnels... Figure 1 The middle section of the tunnel does not require the installation of heating ducts. This not only significantly reduces the laying cost of heating ducts 21, but also lowers the performance requirements of the blower 3, and greatly reduces the construction cost of the cold protection system.

[0047] Furthermore, the longer the tunnel, the greater the advantage of this insulation system when applied to a dual-tunnel system. In particular, for ultra-long tunnels, the method of extracting high-temperature air from the highest temperature point inside the tunnel to heat the air layer used for insulation is completely unsuitable for single-tunnel tunnels and can only be applied to multi-tunnel tunnels.

[0048] The specific embodiments of the present invention described above do not constitute a limitation on the scope of protection of the present invention. Any other corresponding changes and modifications made in accordance with the technical concept of the present invention should be included within the scope of protection of the claims of the present invention.

Claims

1. A multi-tunnel cold-proof system, characterized in that, The multi-tunnel includes at least two tunnels with lanes running in opposite directions. The multi-tunnel insulation system is located at the ends of the multi-tunnel and includes: The thermal insulation structure is installed on the secondary lining surface of the tunnel and forms an air layer for thermal insulation with the secondary lining surface of the tunnel. The heating structure includes a heating duct disposed within the air layer, with its air inlet located at the highest temperature point in one of the tunnels. The heating duct includes a first duct section and a second duct section. The first duct section extends from the air inlet toward the outlet end of the tunnel where the air inlet is located, and the second duct section extends from the air inlet toward the inlet end of another tunnel. A blower is connected to the air inlet of the heating air duct to deliver high-temperature air from the tunnel into the heating air duct.

2. The multi-tunnel cold-proof system according to claim 1, characterized in that, The thermal insulation structure includes a heat insulation layer, a heat conduction layer, and a support. The heat conduction layer covers the secondary lining surface of the tunnel. The heat insulation layer is installed on the side of the heat conduction layer away from the secondary lining of the tunnel via the support. An air layer is formed between the heat insulation layer and the heat conduction layer.

3. The multi-tunnel cold-proof system according to claim 2, characterized in that, The insulation layer includes multiple insulation panels, which are arranged in a matrix and assembled on the bracket.

4. The multi-tunnel cold-proof system according to claim 1, characterized in that, The heating air duct also includes a horizontal air duct section. The first air duct section and the second air duct section have the same structure and are respectively arranged in two tunnels. The horizontal air duct section is connected to the first air duct section and the second air duct section respectively. The air inlet is located on the horizontal air duct section.

5. The multi-tunnel cold-proof system according to claim 2, characterized in that, The first duct section includes multiple longitudinal ducts, which are evenly distributed along the circumference of the tunnel, and each longitudinal duct is arranged along the length of the tunnel. One end of each longitudinal duct is connected to the transverse duct section, and the other end extends into the air layer located at the tunnel entrance.

6. The multi-tunnel cold-proof system according to claim 3, characterized in that, The heating structure also includes heaters disposed within the longitudinal air duct, and the arrangement density of the heaters gradually increases along the direction closer to the tunnel entrance.

7. The multi-tunnel cold-proof system according to claim 3, characterized in that, The heating structure also includes heat-conducting fins disposed on the outer surface of the longitudinal air duct, the heat-conducting fins extending along the length direction of the longitudinal air duct.

8. The multi-tunnel cold-proof system according to claim 1, characterized in that, Multiple temperature sensors are also evenly distributed within the air layer along the length of the tunnel.

9. The multi-tunnel cold-proof system according to claim 1, characterized in that, The heating duct has multiple air inlets distributed along the length of the tunnel, and each air inlet is equipped with a damper, a temperature sensor and a blower.

10. A multi-cavity tunnel, characterized in that, The multi-hole tunnel is equipped with a multi-hole tunnel cold protection system as described in any one of claims 1-9 at both ends.

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