A machine-non-isolated multi-arch tunnel

Abstract

The utility model relates to the field of design and construction technology of non-guiding hole multi-arch tunnel, concretely relates to a machine non-isolation multi-arch tunnel, including main hole and auxiliary hole, and main hole and auxiliary hole are arranged in multi-arch structure, auxiliary hole includes auxiliary hole primary support, auxiliary hole waterproof and drainage system, auxiliary hole middle wall secondary lining and auxiliary hole paving structure, and non-motor vehicle lane is equipped in auxiliary hole, main hole includes main hole primary support, main hole waterproof and drainage system, main hole secondary lining and main hole paving structure, and motor vehicle lane is equipped in main hole, auxiliary hole middle wall secondary lining is located between auxiliary hole and main hole, separates main hole and auxiliary hole, and cavity is reserved between auxiliary hole middle wall secondary lining and main hole primary support, and sand and stone filling layer is equipped in cavity, and main hole waterproof and drainage system and auxiliary hole waterproof and drainage system are communicated through the pipeline, the utility model separates main hole and auxiliary hole through auxiliary hole middle wall secondary lining, realizes the effective isolation of motor vehicle and non-motor vehicle, improves the safety and the comfort degree of non-motor vehicle and pedestrian, and compared with the separated tunnel, the multi-arch structure can save the hole mouth land.

Description

Technical Field

[0001] This utility model relates to the field of design and construction technology of non-guide tunnel arch tunnels, specifically to a non-motorized vehicle isolated arch tunnel. Background Technology

[0002] Currently, non-motorized vehicle lanes, pedestrian lanes, and motorized vehicle lanes are usually located in the same tunnel, which not only poses a great safety hazard, but also results in poor air quality and comfort, affecting the health of pedestrians.

[0003] To address this issue, most existing solutions employ a separated tunnel design. However, separated tunnels have long transition sections at the tunnel entrances and require a large land area. When land conditions at the tunnel entrance are limited, a separated design cannot be used. Traditional twin-arch tunnels require the construction of a pilot tunnel first, which serves as temporary support and guidance, and forms an intermediate partition wall after construction. However, this construction method suffers from problems such as cumbersome construction procedures, high costs, and long construction periods.

[0004] Furthermore, in terms of tunnel operation and maintenance, tunnel maintenance personnel need to work in traffic or close traffic during routine inspections and repairs of the motor vehicle lanes, which poses significant safety risks. In the event of a fire or traffic accident inside the tunnel, the ability to evacuate and escape is also insufficient. Utility Model Content

[0005] The technical problem to be solved by this utility model is to overcome the existing problems of motor vehicles and non-motor vehicles traveling together in tunnels, and the large land area required for the entrance of separated tunnels and the complicated construction caused by the central pilot tunnel.

[0006] To solve the aforementioned technical problem, the technical solution adopted by this utility model is as follows: In a first aspect, a non-motorized vehicle separation arch tunnel is provided, comprising: a main tunnel and a secondary tunnel, wherein the main tunnel and the secondary tunnel are arranged in a connecting arch structure; The secondary tunnel includes a primary support, a drainage system, a secondary lining of the inner wall, and a paving structure. The drainage system is located between the primary support and the secondary lining, and the paving structure is located at the bottom of the secondary tunnel. A non-motorized vehicle lane is provided inside the secondary tunnel. The main tunnel includes a main tunnel primary support, a main tunnel drainage system, a main tunnel secondary lining, and a main tunnel pavement structure. The main tunnel drainage system is located between the main tunnel primary support and the main tunnel secondary lining. The main tunnel pavement structure is located at the bottom of the main tunnel. A motor vehicle lane is provided inside the main tunnel. The secondary wall lining of the secondary tunnel is located between the secondary tunnel and the main tunnel, separating the main tunnel and the secondary tunnel. A cavity is reserved between the secondary wall lining of the secondary tunnel and the initial support of the main tunnel, and a sand and gravel filling layer is provided in the cavity. The secondary tunnel initial support includes a secondary tunnel arch frame, the main tunnel initial support includes a main tunnel arch frame, and the main tunnel arch frame and the secondary tunnel arch frame are connected at the connection point by a connecting steel plate; The main tunnel drainage system and the auxiliary tunnel drainage system are connected by pipes; An emergency passage is provided between the main tunnel and the secondary tunnel, and the emergency passage runs through the secondary lining of the secondary tunnel and the secondary lining of the main tunnel.

[0007] Furthermore, a connecting steel plate is pre-welded to the secondary arch frame, and the connecting steel plate is connected to the connecting steel plate on the main arch frame by bolts.

[0008] Furthermore, the emergency personnel passage has a net width of 2m and a net height of 2.5m, and the spacing between the emergency personnel passages along the longitudinal direction of the tunnel is 250m. Fire doors are installed inside the emergency personnel passages.

[0009] Furthermore, the main tunnel drainage system includes a main tunnel circumferential drainage pipe, a main tunnel longitudinal blind pipe, and a main tunnel transverse blind pipe; the main tunnel longitudinal blind pipe is arranged along the tunnel direction and at least two are arranged in the vertical direction; the main tunnel circumferential drainage pipe and the main tunnel longitudinal blind pipe are connected by a tee fitting; the main tunnel longitudinal blind pipe is connected to the main tunnel drainage ditch through the main tunnel transverse blind pipe. The secondary tunnel drainage system includes a circumferential drainage pipe, a longitudinal blind pipe, and a transverse blind pipe; the circumferential drainage pipe and the longitudinal blind pipe are connected by a tee fitting; the longitudinal blind pipe is connected to the secondary tunnel drainage ditch through the transverse blind pipe. The main tunnel's longitudinal blind pipe and the secondary tunnel's circumferential drainage pipe are connected by a tee fitting.

[0010] Furthermore, the main tunnel circumferential drainage pipe and the secondary tunnel circumferential drainage pipe are made of φ5cm HDPE perforated corrugated pipe, the main tunnel longitudinal blind pipe and the secondary tunnel longitudinal blind pipe are made of φ10cm HDPE corrugated pipe, and the main tunnel transverse blind pipe and the secondary tunnel transverse blind pipe are made of φ10cm HDPE pipe.

[0011] Furthermore, the main tunnel paving structure includes a main tunnel invert arch, a main tunnel road surface, a main tunnel drainage ditch, a main tunnel cable trench, and a main tunnel blind drainage ditch; the main tunnel invert arch is located at the bottom of the main tunnel road surface, the main tunnel drainage ditch is located on both sides of the main tunnel road surface, the main tunnel cable trench is located on the side wall of the main tunnel drainage ditch, and the main tunnel blind drainage ditch is located inside the main tunnel road surface; The secondary tunnel pavement structure includes a secondary tunnel invert arch, a secondary tunnel road surface, a secondary tunnel drainage ditch, a secondary tunnel cable trench, a secondary tunnel drainage blind ditch, and a secondary tunnel anti-collision side stone; the secondary tunnel invert arch is located at the bottom of the secondary tunnel road surface, the secondary tunnel drainage ditch is located on one side of the secondary tunnel road surface, the secondary tunnel cable trench is located on the side wall of the secondary tunnel drainage ditch, the secondary tunnel drainage blind ditch is located inside the secondary tunnel road surface, and the secondary tunnel anti-collision side stone is located on the side of the non-motorized vehicle lane.

[0012] Furthermore, both the main tunnel drainage blind ditch and the secondary tunnel drainage blind ditch are equipped with φ10cm HDPE perforated corrugated pipes, which are connected to the main tunnel drainage ditch and the secondary tunnel drainage ditch respectively.

[0013] Furthermore, the sand and gravel filling layer is a sand and gravel mixture.

[0014] The beneficial effects of this utility model are: This utility model adopts a main tunnel and an auxiliary tunnel arranged in a continuous arch structure. The main tunnel has a motor vehicle lane and the auxiliary tunnel has a non-motor vehicle lane. The main tunnel and the auxiliary tunnel are separated by the secondary lining of the auxiliary tunnel's inner wall, which effectively isolates motor vehicles and non-motor vehicles, improving the safety and comfort of non-motor vehicles and pedestrians. Moreover, the continuous arch structure saves land at the tunnel entrance compared to a separated tunnel, making it highly applicable. Furthermore, by connecting the initial support arch of the main tunnel with the initial support arch of the auxiliary tunnel, and by connecting the drainage systems of the main tunnel and the auxiliary tunnel, the construction of a pilot tunnel is eliminated, simplifying the construction process, saving project costs, and shortening the construction period. The connection between the main tunnel and the auxiliary tunnel by setting up an emergency personnel passage increases the escape route of the main tunnel, improving the tunnel's escape and evacuation capabilities. At the same time, maintenance personnel can reach the main tunnel through the auxiliary tunnel, reducing maintenance safety risks. Attached Figure Description

[0015] To more clearly illustrate the specific embodiments of this utility model or the technical solutions in the prior art, the drawings used in the description of the specific embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are some embodiments of this utility model. For those skilled in the art, other drawings can be obtained from these drawings without creative effort.

[0016] The above and other aspects of the present invention will now be described by way of example only, with reference to the accompanying drawings, in which: Figure 1 A three-dimensional cross-sectional view of the non-motorized vehicle isolated arch tunnel provided by this utility model; Figure 2 This is a standard cross-sectional view of the non-motorized vehicle separation arch tunnel provided by this utility model; Figure 3 A three-dimensional diagram of the drainage system of the non-motorized vehicle isolated arch tunnel provided by this utility model; Figure 4 This is a schematic diagram of the initial support arch frame connection for the non-motorized vehicle isolation arch tunnel provided by this utility model; Figure 5 The construction procedures of the construction method for the non-motorized vehicle isolated arch tunnel provided by this utility model.

[0017] In the picture: 1. Secondary tunnel initial support; 1.1 Secondary tunnel arch frame; 2. Secondary tunnel drainage system; 2.1 Secondary tunnel circumferential drainage pipe; 2.2 Secondary tunnel longitudinal blind pipe; 2.3 Secondary tunnel transverse blind pipe; 3. Secondary tunnel secondary lining; 4. Sand and gravel filling layer; 5. Main tunnel initial support; 5.1 Main tunnel arch frame; 6. Main tunnel drainage system; 6.1 Main tunnel circumferential drainage pipe; 6.2 Main tunnel longitudinal blind pipe; 6.3 Main tunnel transverse blind pipe; 7. Main tunnel... 8. Main tunnel lining; 8.1 Main tunnel invert; 8.2 Main tunnel pavement; 8.3 Main tunnel drainage ditch; 8.4 Main tunnel cable trench; 8.5 Main tunnel drainage blind ditch; 9. Secondary tunnel lining; 9.1 Secondary tunnel invert; 9.2 Secondary tunnel pavement; 9.3 Secondary tunnel drainage ditch; 9.4 Secondary tunnel cable trench; 9.5 Secondary tunnel drainage blind ditch; 9.6 Secondary tunnel crash barriers; 10. Emergency pedestrian access. Detailed Implementation

[0018] To better understand the above technical solutions, the following will provide a detailed explanation of the technical solutions in conjunction with the accompanying drawings and specific implementation methods. Example

[0019] like Figure 1 and Figure 2 As shown, a non-motorized vehicle separated arch tunnel is provided, including a main tunnel and a secondary tunnel, which are arranged in a continuous arch structure. The secondary tunnel includes an initial support 1, a drainage system 2, a secondary lining 3, and a pavement structure 9. The initial support 1 is the first layer of support structure after tunnel excavation, used to stabilize the surrounding rock and prevent collapse. The drainage system 2 is located between the initial support 1 and the secondary lining 3, used to collect and drain groundwater seeping into the tunnel. The secondary lining 3 is the second layer of lining structure, serving as a permanent support structure. The pavement structure 9 is located at the bottom of the secondary tunnel, providing functionality for the tunnel. The secondary tunnel includes non-motorized vehicle lanes and pedestrian walkways for bicycles, electric vehicles, and pedestrians.

[0020] The main tunnel includes a primary support 5, a drainage system 6, a secondary lining 7, and a paving structure 8. The drainage system 6 is located between the primary support 5 and the secondary lining 7, and the paving structure 8 is located at the bottom of the main tunnel. The main tunnel is equipped with a motor vehicle lane and a maintenance lane. The maintenance lane is for tunnel maintenance personnel and equipment to pass through, facilitating daily inspection and maintenance work.

[0021] It should be explained that a twin-arch structure refers to a tunnel form in which two tunnel arch sections are arranged adjacently and share some structural elements.

[0022] The secondary wall lining 3 of the secondary tunnel is located between the secondary tunnel and the main tunnel, separating the two tunnels and achieving physical isolation between motor vehicles and non-motor vehicles. This prevents motor vehicle exhaust from directly entering the non-motor vehicle lane, improving the safety and comfort of non-motor vehicles and pedestrians. A cavity is reserved between the secondary wall lining 3 of the secondary tunnel and the primary support 5 of the main tunnel. The cavity is filled with a sand and gravel layer 4. The sand and gravel filling layer 4 is a sand and gravel mixture, which serves to fill and transmit force, ensuring structural stability.

[0023] The initial support 1 of the secondary tunnel includes the secondary tunnel arch frame 1.1 and the shotcrete protective layer; the secondary tunnel arch frame 1.1 is a steel arch frame, made of I-beams or H-beams, and arranged longitudinally along the tunnel according to the actual design spacing; the shotcrete protective layer is a layer of concrete sprayed on the excavation surface to form an initial support system together with the steel arch frame; similarly, the initial support 5 of the main tunnel also includes the main tunnel arch frame 5.1 and the shotcrete protective layer.

[0024] like Figure 4 As shown, the main tunnel arch frame 5.1 and the secondary tunnel arch frame 1.1 are connected by connecting steel plates at the connection points, specifically at the arch wall and the inverted arch. The arch wall refers to the side wall of the tunnel arch section, and the inverted arch refers to the inverted arch structure at the bottom of the tunnel.

[0025] Specifically, a connecting steel plate is pre-welded to the secondary arch frame 1.1, and the connecting steel plate is connected to the connecting steel plate on the main arch frame 5.1 by bolts.

[0026] like Figure 3 As shown, the main tunnel drainage system 6 and the auxiliary tunnel drainage system 2 are connected by pipes to form a unified drainage system. Specifically, the main tunnel drainage system 6 includes a main tunnel circumferential drainage pipe 6.1, a main tunnel longitudinal blind pipe 6.2, and a main tunnel transverse blind pipe 6.3, as well as geotextile and waterproof membrane. The circumferential drainage pipe is arranged around the tunnel cross-section to collect groundwater seeping from the surrounding rock. The longitudinal blind pipe is arranged along the tunnel axis to collect the water collected by the circumferential drainage pipe. The transverse blind pipe is arranged perpendicular to the tunnel axis to introduce water into the drainage ditch. The geotextile is laid on the outside of the initial support to act as a filter and prevent fine particles from clogging the drainage pipe. The waterproof membrane is laid on the outside of the geotextile to prevent groundwater from entering the tunnel.

[0027] The longitudinal blind pipe 6.2 of the main tunnel is arranged along the longitudinal direction of the tunnel, and at least two are arranged in the vertical direction of the tunnel cross section. They are usually arranged at the arch waist and the bottom of the sidewall to ensure that groundwater at different elevations can be effectively collected. The circumferential drainage pipe 6.1 and the longitudinal blind pipe 6.2 of the main tunnel are connected by a tee fitting. In this embodiment, a commonly used tee fitting is selected. The longitudinal blind pipe 6.2 of the main tunnel is connected to the drainage ditch 8.3 of the main tunnel through the transverse blind pipe 6.3 of the main tunnel.

[0028] Similarly, the secondary tunnel drainage system 2 includes a secondary tunnel circumferential drainage pipe 2.1, a secondary tunnel longitudinal blind pipe 2.2, and a secondary tunnel transverse blind pipe 2.3, as well as geotextile and waterproof membrane. The secondary tunnel circumferential drainage pipe 2.1 and the secondary tunnel longitudinal blind pipe 2.2 are connected by a tee fitting; the secondary tunnel longitudinal blind pipe 2.2 is connected to the secondary tunnel drainage ditch 9.3 through the secondary tunnel transverse blind pipe 2.3.

[0029] The main tunnel longitudinal blind pipe 6.2 and the secondary tunnel circumferential drainage pipe 2.1 are connected by a tee fitting, realizing the overall connection between the main tunnel drainage system 6 and the secondary tunnel drainage system 2.

[0030] In a preferred embodiment, the main tunnel circumferential drainage pipe 6.1 and the secondary tunnel circumferential drainage pipe 2.1 are made of φ5cm HDPE perforated corrugated pipe, and the main tunnel longitudinal blind pipe 6.2 and the secondary tunnel longitudinal blind pipe 2.2 are made of φ10cm HDPE corrugated pipe, with a larger diameter to ensure water collection capacity. The main tunnel transverse blind pipe 6.3 and the secondary tunnel transverse blind pipe 2.3 are made of φ10cm HDPE pipe, which are non-perforated pipes used for water transport.

[0031] The main tunnel paving structure 8 includes a main tunnel invert arch 8.1, a main tunnel road surface 8.2, a main tunnel drainage ditch 8.3, a main tunnel cable trench 8.4, and a main tunnel blind drainage ditch 8.5. The main tunnel invert arch 8.1 is the load-bearing structure at the bottom of the tunnel, constructed of reinforced concrete, forming a closed load-bearing ring with the tunnel arch, thus improving the overall load-bearing capacity of the tunnel. The main tunnel invert arch 8.1 is located at the bottom of the main tunnel road surface 8.2, which is paved with asphalt concrete or cement concrete.

[0032] The main tunnel drainage ditch 8.3 is located on both sides of the main tunnel road surface 8.2, used to collect rainwater and washing wastewater from the road surface; the drainage ditch is typically a rectangular or U-shaped cross-section cast in concrete. The main tunnel cable trench 8.4 is located on the side wall of the main tunnel drainage ditch 8.3, commonly arranged parallel to the main tunnel drainage ditch 8.3, used for laying cables for tunnel lighting, ventilation, monitoring, and other facilities. The main tunnel blind drainage ditch 8.5 is located within the main tunnel road surface 8.2, buried in the road surface structure layer.

[0033] Similarly, the secondary tunnel pavement structure 9 includes a secondary tunnel invert arch 9.1, a secondary tunnel pavement 9.2, a secondary tunnel drainage ditch 9.3, a secondary tunnel cable trench 9.4, a secondary tunnel blind drainage ditch 9.5, and a secondary tunnel crash barrier 9.6. The secondary tunnel invert arch 9.1 is located at the bottom of the secondary tunnel pavement 9.2. Since the secondary tunnel is only for non-motorized vehicles and pedestrians, the secondary tunnel drainage ditch 9.3 can meet drainage needs by being located on one side of the secondary tunnel pavement 9.2. Correspondingly, the secondary tunnel cable trench 9.4 is located on the side wall of the secondary tunnel drainage ditch 9.3, on one side of the secondary tunnel. The secondary tunnel blind drainage ditch 9.5 is located inside the secondary tunnel pavement 9.2. The secondary tunnel crash barrier 9.6 is located on the side of the non-motorized vehicle lane.

[0034] In a preferred embodiment, both the main tunnel drainage blind ditch 8.5 and the secondary tunnel drainage blind ditch 9.5 are equipped with φ10cm HDPE perforated corrugated pipes, which are connected to the main tunnel drainage ditch 8.3 and the secondary tunnel drainage ditch 9.3, respectively.

[0035] An emergency passage 10 is provided between the main tunnel and the auxiliary tunnel. The emergency passage 10 penetrates the secondary lining 3 of the auxiliary tunnel and the secondary lining 7 of the main tunnel, connecting the two tunnels. The emergency passage 10 serves multiple functions: firstly, in the event of a traffic accident or fire within the tunnel, personnel in the main tunnel can use the emergency passage 10 to access the auxiliary tunnel for evacuation, improving the tunnel's escape and evacuation capabilities; secondly, tunnel maintenance personnel can use the auxiliary tunnel to reach the main tunnel for routine inspections and maintenance, avoiding work in the traffic lanes and reducing safety risks.

[0036] In a preferred embodiment, the emergency personnel passage 10 has a clear width of 2m and a clear height of 2.5m, which meets the needs of rapid personnel evacuation and passage of small maintenance equipment. The emergency personnel passages 10 are spaced 250m apart along the longitudinal direction of the tunnel, a spacing that conforms to tunnel disaster prevention and evacuation specifications, ensuring that personnel can quickly reach a safe area in an emergency. The emergency personnel passages 10 are equipped with fire doors, which are normally kept closed.

[0037] like Figure 5 As shown, this utility model also provides a construction method for a non-motorized vehicle separated arch tunnel. This method adopts the sequence of constructing the auxiliary tunnel first and then the main tunnel, without the need to construct a pilot tunnel. The specific construction steps are as follows: The secondary tunnel is excavated using a full-face excavation method. After excavation, a secondary tunnel arch frame 1.1 is erected, and anchor-sprayed protection is applied to form the initial support 1 of the secondary tunnel. It should be noted that full-face excavation refers to excavating the entire tunnel cross-section in one go, suitable for situations with relatively good surrounding rock conditions. Excavation can be carried out using the drill-and-blast method or mechanical excavation. When erecting the secondary tunnel arch frame 1.1, steel arch frames are installed longitudinally along the tunnel at the designed spacing, and the steel arch frames are connected and fixed to the surrounding rock using anchor bolts. Anchor-sprayed protection involves driving anchor bolts into the excavation surface and spraying concrete. The anchor bolts penetrate deep into the surrounding rock to provide reinforcement, and the sprayed concrete covers the excavation surface to form a protective layer.

[0038] Install the circumferential drainage pipe 2.1, the longitudinal blind pipe 2.2, and the transverse blind pipe 2.3 of the secondary tunnel. Connect the drainage pipes with tee fittings and lay geotextile and waterproof board. Pour the secondary lining 3 of the secondary tunnel wall, reserve the access opening of the emergency passage 10 on one side of the secondary tunnel wall secondary lining 3, and reserve a cavity between the secondary tunnel wall secondary lining 3 and the secondary tunnel arch frame 1.1; The reserved cavity is backfilled with a mixture of sand and gravel to form a sand and gravel filling layer 4; Excavate and construct the initial support on the left side of the upper step of the main tunnel; then excavate the right side of the upper step of the main tunnel, while removing the upper initial support on the left side of the secondary tunnel, constructing the upper initial support of the main tunnel, and connecting the upper initial support arch frame of the main tunnel with the upper initial support arch frame of the secondary tunnel. Excavate and construct the initial support on the left side of the step in the main tunnel; then excavate the right side of the step in the main tunnel, while removing the initial support in the middle of the left side of the auxiliary tunnel and constructing the initial support in the middle of the main tunnel. Excavate the lower step of the main tunnel, while simultaneously removing the lower initial support on the left side of the secondary tunnel, constructing the lower initial support of the main tunnel, and connecting the lower initial support arch frame of the main tunnel with the lower initial support arch frame of the secondary tunnel. Install the main tunnel circumferential drainage pipe 6.1, the main tunnel longitudinal blind pipe 6.2, and the main tunnel transverse blind pipe 6.3. Connect the drainage pipes with tee fittings and lay geotextile and waterproof membrane. Connect the main tunnel transverse blind pipe 6.3 to the auxiliary tunnel circumferential drainage pipe 2.1 with tee fittings. Pour the secondary lining 7 of the main tunnel, and reserve an emergency passage 10 on one side of the secondary lining 7 of the main tunnel to connect with the auxiliary tunnel; The main tunnel pavement structure 8 and the secondary tunnel pavement structure 9 are poured, including the invert arch, road surface, drainage ditch, cable trench and crash curb. The transverse blind pipe and the drainage pipe in the road drainage blind ditch are connected to the drainage ditch.

[0039] The description herein is provided to enable those skilled in the art to implement or use the present disclosure. Various modifications to the present disclosure will be readily apparent to those skilled in the art, and the general principles defined herein can be applied to other variations without departing from the scope of the disclosure. Therefore, this disclosure is not limited to the examples and designs described herein, but should be given the broadest scope consistent with the principles and novel features disclosed herein.

Claims

1. A type of continuous arch tunnel separating motorized and non-motorized traffic, characterized in that, include: The main tunnel and the secondary tunnel are arranged in a connected arch structure; The secondary tunnel includes a primary support (1), a secondary tunnel drainage system (2), a secondary tunnel secondary wall lining (3), and a secondary tunnel paving structure (9). The secondary tunnel drainage system (2) is located between the primary support (1) and the secondary tunnel secondary wall lining (3). The secondary tunnel paving structure (9) is located at the bottom of the secondary tunnel. A non-motorized vehicle lane is provided inside the secondary tunnel. The main tunnel includes a main tunnel primary support (5), a main tunnel drainage system (6), a main tunnel secondary lining (7), and a main tunnel paving structure (8). The main tunnel drainage system (6) is located between the main tunnel primary support (5) and the main tunnel secondary lining (7). The main tunnel paving structure (8) is located at the bottom of the main tunnel. The main tunnel is equipped with a motor vehicle lane. The secondary wall lining (3) of the secondary tunnel is located between the secondary tunnel and the main tunnel, separating the main tunnel and the secondary tunnel. A cavity is reserved between the secondary wall lining (3) of the secondary tunnel and the primary support (5) of the main tunnel, and a sand and gravel filling layer (4) is provided in the cavity. The secondary tunnel initial support (1) includes a secondary tunnel arch frame (1.1), and the main tunnel initial support (5) includes a main tunnel arch frame (5.1). The main tunnel arch frame (5.1) and the secondary tunnel arch frame (1.1) are connected at the connection point by a connecting steel plate. The main tunnel drainage system (6) and the auxiliary tunnel drainage system (2) are connected by pipes; An emergency passage (10) is provided between the main tunnel and the secondary tunnel. The emergency passage (10) passes through the secondary tunnel wall lining (3) and the main tunnel lining (7).

2. The non-motorized vehicle separation arch tunnel according to claim 1, characterized in that: The secondary arch frame (1.1) has a pre-welded connecting steel plate, which is connected to the connecting steel plate on the main arch frame (5.1) by bolts.

3. The non-motorized vehicle separation arch tunnel according to claim 1, characterized in that: The emergency passage (10) has a net width of 2m and a net height of 2.5m. The emergency passage (10) is laid out at a spacing of 250m along the longitudinal direction of the tunnel. Fire doors are installed inside the emergency passage (10).

4. The non-motorized vehicle separation arch tunnel according to claim 1, characterized in that: The main tunnel drainage system (6) includes a main tunnel circumferential drainage pipe (6.1), a main tunnel longitudinal blind pipe (6.2), and a main tunnel transverse blind pipe (6.3); the main tunnel longitudinal blind pipe (6.2) is arranged along the tunnel direction and at least two are arranged longitudinally; the main tunnel circumferential drainage pipe (6.1) and the main tunnel longitudinal blind pipe (6.2) are connected by a tee fitting; the main tunnel longitudinal blind pipe (6.2) is connected to the main tunnel drainage ditch (8.3) through the main tunnel transverse blind pipe (6.3); The secondary tunnel drainage system (2) includes a secondary tunnel circumferential drainage pipe (2.1), a secondary tunnel longitudinal blind pipe (2.2), and a secondary tunnel transverse blind pipe (2.3); the secondary tunnel circumferential drainage pipe (2.1) and the secondary tunnel longitudinal blind pipe (2.2) are connected by a tee fitting; the secondary tunnel longitudinal blind pipe (2.2) is connected to the secondary tunnel drainage ditch (9.3) through the secondary tunnel transverse blind pipe (2.3); The main tunnel longitudinal blind pipe (6.2) and the secondary tunnel circumferential drainage pipe (2.1) are connected by a tee fitting.

5. The non-motorized vehicle separation arch tunnel according to claim 4, characterized in that: The main tunnel circumferential drainage pipe (6.1) and the secondary tunnel circumferential drainage pipe (2.1) are made of φ5cm HDPE perforated corrugated pipe, the main tunnel longitudinal blind pipe (6.2) and the secondary tunnel longitudinal blind pipe (2.2) are made of φ10cm HDPE corrugated pipe, and the main tunnel transverse blind pipe (6.3) and the secondary tunnel transverse blind pipe (2.3) are made of φ10cm HDPE pipe.

6. The non-motorized vehicle separation arch tunnel according to claim 1, characterized in that: The main tunnel paving structure (8) includes a main tunnel invert (8.1), a main tunnel road surface (8.2), a main tunnel drainage ditch (8.3), a main tunnel cable trench (8.4), and a main tunnel drainage blind ditch (8.5); the main tunnel invert (8.1) is located at the bottom of the main tunnel road surface (8.2), the main tunnel drainage ditch (8.3) is located on both sides of the main tunnel road surface (8.2), the main tunnel cable trench (8.4) is located on the side wall of the main tunnel drainage ditch (8.3); and the main tunnel drainage blind ditch (8.5) is located inside the main tunnel road surface (8.2). The secondary tunnel pavement structure (9) includes a secondary tunnel invert (9.1), a secondary tunnel road surface (9.2), a secondary tunnel drainage ditch (9.3), a secondary tunnel cable trench (9.4), a secondary tunnel drainage blind ditch (9.5), and a secondary tunnel anti-collision side stone (9.6). The secondary tunnel invert (9.1) is located at the bottom of the secondary tunnel road surface (9.2), the secondary tunnel drainage ditch (9.3) is located on one side of the secondary tunnel road surface (9.2), the secondary tunnel cable trench (9.4) is located on the side wall of the secondary tunnel drainage ditch (9.3), the secondary tunnel drainage blind ditch (9.5) is located inside the secondary tunnel road surface (9.2), and the secondary tunnel anti-collision side stone (9.6) is located on the side of the non-motorized vehicle lane.

7. The non-motorized vehicle separation arch tunnel according to claim 6, characterized in that: Both the main tunnel drainage blind ditch (8.5) and the secondary tunnel drainage blind ditch (9.5) are equipped with φ10cm HDPE perforated corrugated pipes, which are connected to the main tunnel drainage ditch (8.3) and the secondary tunnel drainage ditch (9.3) respectively.

8. The non-motorized vehicle separation arch tunnel according to claim 1, characterized in that: The sand and gravel filling layer (4) is a sand and gravel mixture.

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