Suspension tunnel pipe body-lane plate system with vibration isolation effect

Abstract

The utility model relates to the technical field of ocean engineering, in particular to a floating tunnel pipe body-lane plate system with a vibration isolation function, which comprises a main body structure and a lane plate vibration isolation system, the main body structure comprises a tunnel pipe body and anchor cables, the multiple anchor cables are evenly distributed and connected to the outer side of the lower portion of the tunnel pipe body, and the lower ends of the anchor cables are all connected with the bottom bed. The lane plate vibration isolation system comprises a lane plate, a vertical spring, a vertical hydraulic cylinder, a transverse spring and a transverse hydraulic cylinder; the top ends of the vertical springs and the vertical hydraulic cylinders are hinged to the bottom of the middle section of the lane plate, and the bottom ends of the vertical springs and the bottom ends of the vertical hydraulic cylinders are hinged to the inner wall of the tunnel pipe body; two ends of the transverse spring and the transverse hydraulic cylinder are respectively hinged with the inner wall of the tunnel pipe body and the end part of the lane plate; the outer surface of the tunnel pipe body is directly located in a wave flow environment and is directly acted by water power. The damping device has a good damping effect under the action of wave periodic load, and the overall safety of a tunnel and the driving comfort of a lane are improved.

Description

Technical Field

[0001] The utility model relates to the technical field of marine engineering, in particular to a suspended tunnel pipe body-lane plate system with vibration isolation function. Background Art

[0002] The underwater suspended tunnel is a new type of cross-sea transportation structure. Its stability in the water is achieved by balancing the gravity, buoyancy and anchor tension of the tunnel body. Since it is suspended in the water, it is directly affected by waves and currents, causing the tunnel body to produce complex dynamic responses in the complex marine environment. The lane plate inside the tunnel body is directly connected to the tunnel body, so the vibration of the tunnel body will directly cause the vibration of the lane plate, which brings great challenges to the driving safety and comfort inside the tunnel. Therefore, achieving the isolation of the vibration of the tunnel body and the lane plate is of great significance to the driving safety of the suspended tunnel.

[0003] At present, relevant patents have proposed solutions for vibration control of suspended tunnel pipes. For example, Chinese patent CN117605083A proposes a built-in pendulum damper, which effectively reduces the vibration amplitude of the pipe by setting appropriate pendulum column mass, pendulum length and hydraulic cylinder damping. However, unlike the vibration isolation mechanism, the vibration suppression mechanism of the pipe body in this patent is to absorb and dissipate the vibration energy of the pipe body through the built-in pendulum damper, so as to reduce the vibration of the pipe body. As for vibration isolation technology, the key is to achieve the isolation of the vibration of the pipe body and the vibration of the lane plate, so that even if the vibration of the tunnel pipe body is large, the internal lane plate can still maintain a relatively stable state. Therefore, how to set the connection between the pipe body and the lane plate, including its stiffness and damping parameters, is an important and difficult problem in achieving the above goals.

[0004] In other fields, there have been some studies on vibration isolation technology. For example, Chinese patent CN117845731A proposes a three-dimensional vibration isolation device, which uses memory alloys and leaf springs to isolate the vibration sources of the upper mounting top plate and the lower bottom plate, effectively preventing vibration transmission. In the field of suspended tunnel technology, periodic wave loads cause the tunnel body to produce periodic reciprocating motion, which is significantly affected by the wave force amplitude, wave frequency ratio (the ratio of wave frequency to the natural frequency of the suspended tunnel system), structural parameters, etc. Different from previous vibration isolation designs, the suspended tunnel body, as a vibration source, has a higher nonlinearity in vibration and has a strong coupling characteristic with the lane plate vibration. Therefore, the vibration isolation design for the suspended tunnel body-lane plate system will be more complicated.

[0005] Since there is no relevant research on the vibration isolation design of the suspended tunnel system, considering that setting up a vibration isolation device to effectively isolate the vibration transmission from the tunnel tube to the roadway slab has an important impact on driving safety and comfort, a suspended tunnel tube-roadway slab system with vibration isolation is needed. Utility Model Content

[0006] The utility model aims to provide a suspension tunnel tube body-lane plate system with vibration isolation function under ocean load, so as to effectively isolate the vibration transmission from the tunnel tube body to the lane plate.

[0007] In order to solve the above technical problems, the utility model adopts the following technical solutions:

[0008] A suspended tunnel tube body-lane plate system with vibration isolation function, comprising a main structure and a lane plate vibration isolation system; the main structure comprises a tunnel tube body and anchor cables, a plurality of anchor cables are evenly connected to the outer side of the lower part of the tunnel tube body, and the lower ends of the anchor cables are connected to the bottom bed; the lane plate vibration isolation system comprises a lane plate, a vertical spring, a vertical hydraulic cylinder, a transverse spring and a transverse hydraulic cylinder; the top ends of the vertical spring and the vertical hydraulic cylinder are hinged to the bottom of the middle section of the lane plate, and the bottom ends of the vertical spring and the vertical hydraulic cylinder are hinged to the inner wall of the tunnel tube body; the two ends of the transverse spring and the transverse hydraulic cylinder are respectively hinged to the inner wall of the tunnel tube body and the end of the lane plate; the outer surface of the tunnel tube body is directly in a wave flow environment and is directly affected by the hydrodynamic force.

[0009] The transverse spring includes a left transverse spring and a right transverse spring, and the transverse hydraulic cylinder includes a left transverse hydraulic cylinder and a right transverse hydraulic cylinder, which are symmetrically arranged on the left and right sides; the two ends of the left transverse spring and the left transverse hydraulic cylinder are respectively hinged to the inner wall of the tunnel tube body and the left end of the lane plate, and the two ends of the right transverse spring and the right transverse hydraulic cylinder are respectively hinged to the inner wall of the tube body and the right side of the lane plate.

[0010] Preferably, the tunnel body and the roadway slab are both made of waterproof reinforced concrete, whose density ρ, Young's modulus Ec and Poisson's ratio μ are all definite material properties. The required wall thickness of the tunnel body and the anchor cable spacing are determined by the designed buoyancy-to-weight ratio of the suspended tunnel, the structural dimensions, the marine environment in which the tunnel is located and relevant specifications.

[0011] Preferably, the anchor cable is made of steel wire, and its required size is determined by the design buoyancy-to-weight ratio, structural size, tension level and relevant specifications of the suspended tunnel, and the length and cross-sectional diameter of the anchor cable are determined by the specific construction location of the suspended tunnel.

[0012] Preferably, the spring stiffness K of the vertical spring and the damping coefficient ζ of the hydraulic cylinder are determined by the deadweight of the lane slab, the structural structure and the vertical vibration reduction effect of the suspended tunnel lane slab.

[0013] Preferably, the spring stiffness K of the transverse spring and the damping coefficient ζ of the hydraulic cylinder are determined by the horizontal vibration reduction effect of the track plate.

[0014] Beneficial effects of the utility model:

[0015] 1. The lane plate described in the utility model is provided with springs on both sides and the lower part, with appropriate stiffness and uniform force. When the suspended tunnel is subjected to external excitation, the expansion and contraction of the springs and the hydraulic cylinder can well isolate the vibration of the pipe body, so that even if the vibration amplitude of the pipe body is large, the internal lane plate can still maintain a relatively stable state.

[0016] 2. The vertical spring can effectively support the lane plate, offset the sinking of the lane plate surface caused by its own weight, and reduce the vibration of the lane plate caused by the passage of vehicles, thereby improving driving comfort.

[0017] 3. The lane plate described in the utility model is provided with hydraulic cylinders on both sides and the lower part, which can provide suitable damping for the lane plate. The hydraulic cylinders convert the kinetic energy of the lane plate into heat and release it, which can reduce the vibration amplitude of the lane plate and improve the overall safety of the tunnel and the comfort of lane driving.

[0018] 4. The vibration isolation system of the utility model has a clear structure, a clear mechanism, is easy to install, has reliable performance, and can greatly reduce the investment in future construction funds. BRIEF DESCRIPTION OF THE DRAWINGS

[0019] Figure 1 It is an overall schematic diagram of the suspension tunnel tube body-lane plate system with vibration isolation function of the utility model;

[0020] Figure 2 A cross-sectional view of the suspension tunnel tube body-track plate system with vibration isolation function of the utility model;

[0021] Figure 3 The displacement duration curves of the lane slabs without vibration isolation device and with lateral spring stiffness of 800kN / m and 200kN / m of the vibration isolation system under the wave condition of wave height of 9m and period of 9s;

[0022] Figure 4 is the variation of lane plate amplitude with lateral spring stiffness;

[0023] Figure 5 is the variation of the vibration suppression effect of the vibration isolation system with the frequency ratio λ (the ratio of the wave frequency to the natural frequency of the track plate).

[0024] In the figure: 1. Tunnel body; 2. Anchor cable; 3. Lane plate; 4. Transverse spring; 5. Vertical spring; 6. Transverse hydraulic cylinder; 7. Vertical hydraulic cylinder; 8. Subsoil. DETAILED DESCRIPTION

[0025] The specific implementation of the utility model is further described below in conjunction with the accompanying drawings and technical solutions.

[0026] like Figure 1 and Figure 2As shown, a suspension tunnel tube-lane plate system with vibration isolation function includes a main structure and a lane plate vibration isolation system. The main structure includes a tunnel tube 1 and anchor cables 2. A plurality of anchor cables 2 are evenly connected to the outer side of the lower part of the tunnel tube 1, and the lower ends of the anchor cables 2 are fixedly connected to the bottom bed 8. The lane plate vibration isolation system includes a lane plate 3, a vertical spring 5, a vertical hydraulic cylinder 7, a transverse spring 4 and a transverse hydraulic cylinder 6. The top ends of the vertical spring 5 and the vertical hydraulic cylinder 7 are hinged to the bottom of the middle section of the lane plate 3, and the bottom ends of the vertical spring 5 and the vertical hydraulic cylinder 7 are hinged to the inner wall of the tunnel tube 1. The two ends of the left transverse spring 4 and the transverse hydraulic cylinder 6 are respectively hinged to the inner wall of the tunnel tube 1 and the left end of the lane plate 3, and the two ends of the right transverse spring 4 and the transverse hydraulic cylinder 6 are respectively hinged to the inner wall of the tunnel tube 1 and the right end of the lane plate 3. The outer surface of the tunnel tube 1 is directly in the wave flow environment and is directly affected by the hydrodynamic force. A better vibration reduction effect is achieved by means of the vertical hydraulic cylinder 7 and the vertical spring 5 installed at the lower part of the track plate 3 and the transverse spring 4 and the transverse hydraulic cylinder 6 installed at the left and right sides of the track plate 3 .

[0027] The tunnel body 1 and the roadway slab 3 are both made of waterproof reinforced concrete, whose density ρ, Young's modulus Ec and Poisson's ratio μ are all determined material properties. The required wall thickness and anchor cable spacing of the tunnel body are determined by the marine environment and relevant specifications of the tunnel. The two ends of the tunnel body 1 are fixed to the boundary of the revetment. The anchor cable 2 is composed of steel wire, and its required size is determined by the tension level and relevant specifications, and the length of the anchor cable 2 is determined by the specific construction location of the suspended tunnel.

[0028] The spring stiffness K of the vertical spring 5 and the damping coefficient ζ of the vertical hydraulic cylinder 7 are determined by the deadweight and structural structure of the lane plate 3 and the vertical vibration reduction effect of the lane plate 3; the spring stiffness K of the transverse spring 4 and the damping coefficient ζ of the transverse hydraulic cylinder 6 are determined by the horizontal vibration reduction effect of the lane plate 3.

[0029] In order to verify the vibration reduction effect of the utility model in the suspended tunnel system under the action of wave load, the dynamic response calculation of the suspended tunnel before and after the installation of the vibration isolation system of the utility model is carried out. The model of the suspended tunnel is designed and calculated according to the actual conditions of a certain sea area. The tunnel body 1 is made of waterproof concrete, with a span length of 100m, a total tunnel length of 3000m, and an elliptical cross-section. The outer dimensions of the elliptical cross-section of the tunnel body are a short axis of 15m, a long axis of 40m, a wall thickness of 1m, and a material density of 2200kg / m 3, Young's modulus is 34.5GPa, and Poisson's ratio is 0.2. The connection between the tunnel body 1 and the revetment boundary is fixed. The suspended tunnel is fixed in the sea by an anchor cable 2 that forms an angle of 60° with the bottom bed 8. The upper end of the anchor cable 2 is connected to the pipe body. The angle between the connection point and the center of the pipe body and the vertical direction is 60°. A group of anchor cables 2 is set every 100m along the tunnel, and each group is set on the left and right sides of the pipe body. The anchor cable 2 is a 95m long steel rope with a stiffness of 3.53×10 5 kN / m, the material properties of the lane plate 3 inside the tunnel are the same as those of the tunnel body 1. The load on the suspended tunnel is a periodic wave load, which is calculated by the Morison equation, considering that the wave height is 9m and the period is 9s. This embodiment takes the lateral vibration reduction effect as an example, first performs a dynamic response analysis on the suspended tunnel structure without a vibration isolation system, and then performs a dynamic response analysis after the lane plate vibration isolation system is set in the tunnel, including the following steps:

[0030] Step 1: Numerical calculation of the dynamic response of the suspended tunnel without a vibration isolation system under wave action, wherein the connection between the lane plate 3 and the tunnel body 1 is fixed.

[0031] Step 2: Numerical calculation of the dynamic response of the suspended tunnel with vibration isolation system under wave action is performed. The lateral spring 4 with a length of 1m is selected, and the stiffness of the lateral spring 4 is 200kN / m; the lateral hydraulic cylinder 6 with a normal length of 1m is selected, and the damping of the lateral hydraulic cylinder 6 is 436kN·s / m; the vertical spring 5 with a length of 7m is selected, and the stiffness of the vertical spring 5 is 9.31×10 4 kN / m, the initial tension of the vertical spring 5 is 4.75×10 4 kN; a vertical hydraulic cylinder 7 with a normal length of 7m is selected, and the damping of the vertical hydraulic cylinder 7 is 4200kN·s / m.

[0032] Step 3: Set up transverse springs 4 with different stiffnesses, calculate the vibration reduction effects respectively, and determine the vibration reduction effects of the lane plate under different spring stiffnesses.

[0033] The utility model uses finite element analysis software to compare the vibration reduction effect of a suspended tunnel pipe body-lane plate system with a vibration isolation device and a suspended tunnel structure without a vibration isolation device under wave loads. The specific implementation method is as follows:

[0034] 1. A structural finite element model is established in proportion, wherein the anchor cable 2 is connected to the tunnel body 1 through a multi-point constraint model; the lower end of the vertical spring 5, the left end of the left transverse spring 4 and the right end of the right transverse spring 4 are respectively connected to the suspended tunnel body 1 through a multi-point constraint model; the upper end of the vertical spring 5, the right end of the left transverse spring 4 and the left end of the right transverse spring 4 are respectively connected to the bottom and side of the lane plate 3 through a multi-point constraint model; the transverse hydraulic cylinder 6 and the vertical hydraulic cylinder 7 are respectively set as the damping parameters of the transverse spring 4 and the vertical spring 5 in the finite element model.

[0035] 2. Define the unit type, set the tunnel body 1 and lane slab 3 as beam models, and set the transverse spring 4, vertical spring 5 and anchor cable 2 as spring models.

[0036] 3. Set the material properties and assign values ​​to the defined units according to the design values ​​of the suspended tunnel.

[0037] 4. Load application and numerical solution. The utility model mainly studies the periodic wave load on the suspended tunnel, simulates the wave load with the Morison equation, and directly acts on the tunnel body to solve the dynamic response of the suspended tunnel body-lane plate system.

[0038] 5. Data processing and result evaluation: extract the displacement duration curves of the pipe body 1 and the lane plate 3 respectively, calculate their displacement amplitudes, and then determine the vibration reduction effect.

[0039] The simulation analysis results are as follows Figure 3 to Figure 5 As shown by Figure 3 It can be seen that the existence of the vibration isolation system can significantly reduce the lateral vibration amplitude of the lane plate, and the smaller the stiffness of the lateral vibration isolation spring, the better the vibration isolation effect of the lane plate. Figure 4 It can be seen that when there is no vibration isolation system, the horizontal vibration amplitude of the track plate is about 0.68m under the wave condition of wave height 9m and period 9s, while when there is a vibration isolation system and the lateral vibration isolation spring stiffness is 800kN / m, the lateral vibration amplitude of the track plate under the same wave condition is only 0.36m; when the lateral vibration isolation spring stiffness is 200kN / m, the lateral vibration amplitude of the track plate under the same wave condition is only 0.068m. Figure 5 It can be seen that the vibration isolation effect of the lane slab becomes better as the frequency ratio (the ratio of the wave frequency to the natural frequency of the lane slab) increases. Therefore, the vibration isolation system of the utility model can effectively reduce the vibration transmission from the tunnel body to the lane slab when facing wave loads, and can greatly improve the driving comfort inside the suspended tunnel.

Claims

1. A suspension tunnel tube-lane plate system with vibration isolation, characterized in that: The suspended tunnel tube body-lane plate system with vibration isolation function comprises a main structure and a lane plate vibration isolation system; the main structure comprises a tunnel tube body and anchor cables, a plurality of anchor cables are evenly connected to the outer side of the lower part of the tunnel tube body, and the lower ends of the anchor cables are connected to the bottom bed; the lane plate vibration isolation system comprises a lane plate, a vertical spring, a vertical hydraulic cylinder, a transverse spring and a transverse hydraulic cylinder; the top ends of the vertical spring and the vertical hydraulic cylinder are hinged to the bottom of the middle section of the lane plate, and the bottom ends of the vertical spring and the vertical hydraulic cylinder are hinged to the inner wall of the tunnel tube body; the two ends of the transverse spring and the transverse hydraulic cylinder are respectively hinged to the inner wall of the tunnel tube body and the end of the lane plate; the outer surface of the tunnel tube body is directly in a wave flow environment and is directly affected by the hydrodynamic force.

2. The suspension tunnel tube-track plate system with vibration isolation function according to claim 1 is characterized in that: The transverse spring includes a left transverse spring and a right transverse spring, and the transverse hydraulic cylinder includes a left transverse hydraulic cylinder and a right transverse hydraulic cylinder, which are symmetrically arranged on the left and right sides; the two ends of the left transverse spring and the left transverse hydraulic cylinder are respectively hinged to the inner wall of the tunnel tube body and the left end of the lane plate, and the two ends of the right transverse spring and the right transverse hydraulic cylinder are respectively hinged to the inner wall of the tube body and the right side of the lane plate.

3. A suspension tunnel tube-track plate system with vibration isolation function according to claim 1 or 2, characterized in that: The tunnel body and the roadway slab are both made of waterproof reinforced concrete, and their density ρ, Young's modulus Ec and Poisson's ratio μ are all definite material properties. The required wall thickness of the tunnel body and the anchor cable spacing are determined by the designed buoyancy-to-weight ratio of the suspended tunnel, the structural dimensions, and the marine environment in which the tunnel is located.

4. A suspension tunnel tube-track plate system with vibration isolation function according to claim 1 or 2, characterized in that: The anchor cable is made of steel wire, and its required size is determined by the design buoyancy-to-weight ratio, structural size, tension level and relevant specifications of the suspended tunnel, and the length and cross-sectional diameter of the anchor cable are determined by the specific construction location of the suspended tunnel.

5. A suspension tunnel tube-track plate system with vibration isolation function according to claim 1 or 2, characterized in that: The spring stiffness K of the vertical spring and the damping coefficient ζ of the hydraulic cylinder are determined by the deadweight of the track slab, the structural structure and the vertical vibration reduction effect of the suspended tunnel track slab.

6. A suspension tunnel tube-track plate system with vibration isolation function according to claim 1 or 2, characterized in that: The spring stiffness K of the transverse spring and the damping coefficient ζ of the hydraulic cylinder are determined by the horizontal vibration reduction effect of the track plate.

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