Double-layer tunnel with shock absorption and noise reduction

Abstract

The utility model discloses a double -deck tunnel of shock attenuation and noise reduction, including the tunnel of excavation below the road surface, the tunnel is the frame structure of concrete pouring, this frame structure is provided with the bulkhead, the bulkhead divides the tunnel into two layers, is respectively upper layer tunnel and lower layer tunnel, and the inside of the outer surface, the side wall of frame structure, the bulkhead is filled with shock attenuation and noise reduction material, and the inner surface of upper layer tunnel and lower layer tunnel is all wrapped with shock attenuation and noise reduction material. Through setting shock attenuation and noise reduction material at different parts of the tunnel, can realize all -round closed -loop control to tunnel vibration and noise, form " external block, structure internal consumption, internal absorption, source suppression " coordination system, further improve the shock attenuation and noise reduction processing effect of tunnel, can also significantly improve the traffic comfort, reduce the fatigue damage of vibration to tunnel structure, prolong the service life, satisfy city environmental protection and livable requirement, and can pass through the maintenance cost optimization of whole life cycle.

Description

Technical Field

[0001] This utility model relates to the field of tunnel engineering technology, specifically to a double-layer tunnel with vibration reduction and noise reduction. Background Technology

[0002] With the acceleration of urbanization and the development of three-dimensional transportation networks, double-deck tunnels have become an important choice for urban transportation infrastructure construction due to their ability to efficiently integrate multiple transportation functions such as roads and rail transit, and to significantly save underground space resources. However, the semi-enclosed structural characteristics of double-deck tunnels and the combined loads brought about by traffic on both levels present them with severe vibration and noise problems: on the one hand, the vibrations generated by rail transit and heavy vehicles on the lower level are transmitted to the surrounding soil and buildings through the tunnel structure and surrounding rock, causing structural fatigue damage, and causing environmental disturbance to sensitive areas such as surrounding residential areas and schools; on the other hand, the tire noise, engine noise, and airflow noise generated by vehicles inside the tunnel are repeatedly reflected and amplified in the enclosed space, resulting in a significantly higher noise intensity inside than in the outdoor environment. This not only affects the comfort and attention of drivers and passengers, increases driving safety hazards, but may also harm the health of tunnel maintenance personnel.

[0003] Currently, tunnel vibration reduction and noise reduction technologies mainly focus on passive protection of single areas. For example, while installing vibration damping materials only on the sidewalls can block the transmission of vibration to the outside to some extent, it cannot solve the problem of noise reflection and amplification inside the tunnel. Similarly, simply filling the interior with sound-absorbing materials is insufficient to suppress secondary sound generation caused by structural vibration and the long-term damage to the tunnel structure caused by vibration. Furthermore, critical structures such as the diaphragm and sidewalls of double-layer tunnels need to balance load-bearing and spatial separation functions. Traditional single-area material filling can easily lead to uneven structural stress, encroachment on clearance, and poor construction and maintenance convenience, making it difficult to achieve comprehensive control of vibration and noise. Utility Model Content

[0004] To address the above technical problems, this invention provides a double-layered tunnel capable of comprehensive vibration and noise control, thereby achieving a balance between functionality, safety, and economy.

[0005] The technical solution is as follows: A vibration-damping and noise-reducing double-layer tunnel includes a tunnel excavated below the road surface. The key feature is that the tunnel is a concrete-cast frame structure with a central partition separating it into upper and lower layers. Vibration-damping and noise-reducing materials are filled on the outer surface of the frame structure, inside the sidewalls, and inside the central partition. The inner surfaces of both the upper and lower tunnels are also covered with this material. By filling different parts of the tunnel with vibration-damping and noise-reducing materials, a comprehensive, end-to-end vibration and noise closed-loop control system can be constructed. This system synergistically achieves source vibration reduction, structural sound transmission blocking, internal noise absorption, and environmental protection, significantly improving travel comfort and extending the tunnel structure's service life.

[0006] Preferably, the outer walls on both sides and the top of the frame structure are paved with clay bricks. Using this structure, the clay bricks not only ensure durability, but also utilize their inherent masonry properties to provide auxiliary vibration reduction and noise reduction by weakening airborne sound transmission, slowing down solid vibration transmission, and dispersing vibration energy.

[0007] Preferably, a viscoelastic damping membrane and an aluminum sound-absorbing panel are installed between the outer walls on both sides and the top of the clay brick and frame structure. With this structure, the viscoelastic damping membrane can weaken the structural vibration and solid-borne sound transmission of the clay brick masonry through shear energy dissipation, reducing resonance noise. The aluminum sound-absorbing panel efficiently absorbs mid-to-high frequency airborne sound and reduces reflection. The combined effect of these two components significantly improves the overall noise reduction and vibration damping performance.

[0008] Preferably, a first receiving groove is provided in each of the two side walls of the frame structure, and an interlayer receiving groove is provided inside the middle partition. Both the first receiving groove and the interlayer receiving groove are filled with damping material or sound-absorbing material. With the above structure, the damping material or sound-absorbing material filled inside the side walls of the frame structure can absorb lateral sound waves and prevent noise from being conducted through the side walls. The interlayer receiving groove in the middle partition can reduce vibration transmission and noise penetration between the upper and lower floors.

[0009] Preferably, the first receiving groove includes an upper receiving groove and a lower receiving groove, which are parallel to the sidewalls of the frame structure. A first connecting groove is provided between the upper and lower receiving grooves, and the width of the first connecting groove is smaller than the width of the first receiving groove. The first connecting groove is filled with the same damping material or sound-absorbing material as the upper and lower receiving grooves. This structure, with its parallel design of the receiving grooves and the connecting groove, ensures uniform stress on the sidewalls, enhances structural stability, and forms a continuous protective layer with the external viscoelastic damping membrane, aluminum sound-absorbing panels, and clay bricks, thus optimizing vibration reduction and noise reduction.

[0010] Preferably, all the first receiving slots are equidistant from the inner side of the frame structure. The upper end of the upper receiving slot is flush with the top of the upper tunnel, and the lower end is flush with or below the road surface of the upper tunnel. Similarly, the upper end of the lower receiving slot is flush with the top of the lower tunnel, and the lower end is flush with or below the road surface of the lower tunnel. With this structure, the height of the first receiving slot is consistent with the height of the upper and lower tunnels, which better absorbs noise and vibration, forming a shock-absorbing and noise-reducing protective layer.

[0011] Preferably, the partition plate has at least two interlayer receiving grooves arranged side-by-side, parallel to the partition plate. A second connecting groove, parallel to the partition plate, is provided between adjacent interlayer receiving grooves. The width of the second connecting groove is smaller than the width of the interlayer receiving grooves, and it is filled with the same damping and sound-absorbing materials as the interlayer receiving grooves. Using this structure, by filling the partition plate with damping and sound-absorbing materials through the interlayer receiving grooves and the second connecting groove, vibration transmission and noise penetration between the upper and lower tunnel layers can be effectively reduced, significantly improving sound insulation and vibration reduction effects.

[0012] Preferably, the axis of the interlayer receiving groove coincides with the horizontal axis of the diaphragm, and the outer end of the interlayer receiving groove assembly is flush with the inner side of the tunnel. Using this structure, with the diaphragms arranged side-by-side according to their width, it can more effectively absorb vibrations and noise between the upper and lower tunnel layers.

[0013] Preferably, the vibration damping and noise reduction material wrapped around the inner surfaces of the upper and lower tunnels is a constrained damping material. Using this structure, the constrained damping material can suppress tunnel structure vibration through damping energy dissipation and constrained deformation, achieving a vibration reduction effect. Furthermore, it can be combined with other vibration damping and noise reduction materials to further improve the vibration damping and noise reduction effect.

[0014] Preferably, the road surfaces of the upper and lower tunnels are sequentially provided with a vibration-damping and noise-reducing layer and an asphalt layer from bottom to top. The vibration-damping and noise-reducing layer is filled with a polyester-methylene elastic vibration-damping and noise-reducing material, and the asphalt layer is paved with damping-modified flame-retardant and noise-reducing asphalt. Using this structure, the combination of polyurethane elastic vibration-damping and noise-reducing material and damping-modified flame-retardant and noise-reducing asphalt in the upper and lower tunnels achieves a system that provides elastic buffering, damping energy dissipation, and flame-retardant safety.

[0015] Compared with existing technologies, the beneficial effects of this utility model are as follows: by setting vibration damping and noise reduction materials on the outer surface of the tunnel frame structure, the inside of the side walls, the inside of the central diaphragm, and the inner surfaces of the upper and lower tunnels, it is possible to achieve comprehensive closed-loop control of tunnel vibration and noise, forming a synergistic system of "external blocking, structural internal friction, internal absorption, and source suppression", which further improves the vibration damping and noise reduction effect of the tunnel, significantly enhances the comfort of passage, reduces fatigue damage to the tunnel structure caused by vibration, and extends the service life. It not only meets the requirements of urban environmental protection and livability, but also achieves multiple unifications of function, safety, and economy through the optimization of maintenance costs throughout the entire life cycle. Attached Figure Description

[0016] Figure 1 This is a cross-sectional view of the present invention. Detailed Implementation

[0017] The present invention will be further described below with reference to the embodiments and accompanying drawings.

[0018] like Figure 1 As shown, a vibration-damping and noise-reducing double-layer tunnel includes a tunnel 1 excavated below the road surface. The tunnel 1 is a concrete frame structure with a central partition 2 that divides the tunnel 1 into upper and lower sections, namely an upper tunnel and a lower tunnel, thereby diverting traffic flow and effectively alleviating traffic pressure. The outer surface of the frame structure, the interior of the side walls, and the interior of the central partition 2 are filled with vibration-damping and noise-reducing materials. The inner surfaces of both the upper and lower tunnels are wrapped with vibration-damping and noise-reducing materials.

[0019] The outer walls on both sides and the top of the frame structure are covered with clay bricks in a U-shape, enclosing the frame structure. Viscoelastic damping membranes and aluminum sound-absorbing panels are installed between the clay bricks and the outer walls of the frame structure, and between the clay bricks and the top of the frame structure. The clay bricks, with their density and masonry stiffness, form a sound-insulating load-bearing layer, blocking airborne sound transmission and dispersing vibration stress. The viscoelastic damping membranes, which can be butyl rubber-based or acrylic rubber-based, can suppress structural vibration and solid-borne sound transmission through shear energy dissipation, weakening the transmission of mid-to-low frequency vibrations. The aluminum sound-absorbing panels efficiently absorb mid-to-high frequency airborne sound and reduce sound wave reflection. These three elements work together to achieve full-frequency vibration reduction and noise reduction, minimizing the interference of tunnel vibration noise on the surrounding environment.

[0020] First receiving grooves 3 are provided in both side walls of the frame structure, and interlayer receiving grooves 4 are provided inside the middle partition 2. Both the first receiving grooves 3 and the interlayer receiving grooves 4 are filled with damping materials or sound-absorbing materials. The damping materials can be selected from paste-like damping slurry, foamed polyurethane damping materials, and granular rubber damping fillers, etc., while the sound-absorbing materials can be selected from centrifugal glass wool boards / felts and polyester fiber sound-absorbing cotton, etc.

[0021] The first receiving groove 3 includes an upper receiving groove 3a and a lower receiving groove 3b, which are parallel to the sidewalls of the frame structure. A first connecting groove 5 is provided between the upper receiving groove 3a and the lower receiving groove 3b. The width of the first connecting groove 5 is smaller than the width of the first receiving groove 3. The first connecting groove 5 is filled with the same damping material or sound-absorbing material as the upper receiving groove 3a and the lower receiving groove 3b. All the first receiving grooves 3 are equidistant from the inner side of the frame structure. The upper end of the upper receiving groove 3a is flush with the top of the upper tunnel, and the lower end is flush with or lower than the road surface of the upper tunnel. The upper end of the lower receiving groove 3b is flush with the top of the lower tunnel, and the lower end is flush with or lower than the road surface of the lower tunnel.

[0022] At least two interlayer receiving grooves 4 are arranged side by side within the partition plate 2, and these interlayer receiving grooves 4 are parallel to the partition plate 2. A second connecting groove 6, parallel to the partition plate 2, is arranged between adjacent interlayer receiving grooves 4. The width of the second connecting groove 4a is smaller than the width of the interlayer receiving groove 4, and the second connecting groove 6 is filled with the same damping material or sound-absorbing material as the interlayer receiving groove 4. The axis of the interlayer receiving groove 4 coincides with the horizontal axis of the partition plate 2, and the outer end of the combination of interlayer receiving grooves 4 is flush with the inner side of the tunnel 1.

[0023] Damping or sound-absorbing materials are filled in the first receiving groove 3 inside the side wall of tunnel 1 and the interlayer receiving groove 4 inside the middle partition 2, so that the upper and lower tunnels can be surrounded, which can better absorb noise and reduce vibration. The first receiving groove 3 and the interlayer receiving groove 4 are set along the frame structure and the middle partition, which can maximize the preservation of the main rigidity of the frame structure and balance the material filling space and the structural bearing capacity.

[0024] The first connecting groove 5 connects to the adjacent first receiving groove 3, and the second connecting groove 6 connects to the adjacent interlayer receiving groove 4. Therefore, the first connecting groove 5 and the second connecting groove 6 are filled with the same damping material or sound-absorbing material as the first receiving groove 3 and the interlayer receiving groove 4. This allows the damping material or sound-absorbing material in each receiving groove to form a continuous whole, which simplifies the construction process, eliminates the need to distinguish the material filling position, reduces the construction error rate, and enhances the compatibility of the same material. It can also avoid reactions between different materials due to differences in chemical properties, ensuring the long-term stable function of the material.

[0025] Simultaneously, vibration energy and sound waves can be uniformly absorbed and dispersed through interconnected materials, avoiding blind spots caused by the "isolated operation" of individual tanks and improving the overall synergistic effect. The width of the connecting tank is smaller than the width of the containing tank, which reduces the risk of flow and scattering of vibration damping and noise reduction materials, thereby forming a "vibration damping network" that does not disrupt the material distribution and achieves a synergistic vibration damping effect.

[0026] The vibration damping and noise reduction material wrapped around the inner surfaces of the upper and lower tunnels is a constrained damping material. This constrained damping material is a composite vibration damping material composed of a base layer, a viscoelastic damping layer, and a constraining layer. It can suppress structural vibration through the synergistic effect of damping energy dissipation and constraining deformation, and a flexible constrained damping coating can be selected.

[0027] In both the upper and lower tunnels, a vibration-damping and noise-reducing layer 8 and an asphalt layer 7 are sequentially installed from bottom to top on the road surface. The vibration-damping and noise-reducing layer 8 is filled with a polyester-methylene elastic vibration-damping and noise-reducing material, which can be selected from microporous polyurethane elastomers, open-cell / closed-cell polyurethane foam, etc. The asphalt layer 7 is paved with damping modified flame-retardant and noise-reducing asphalt. Through the complementary effects of polyurethane material's efficient absorption of high-frequency vibrations and stress dispersion, and high-damping modified asphalt's precise suppression of mid- and low-frequency vibrations and blocking of structural sound transmission, a wide-band vibration reduction and noise reduction is achieved. At the same time, it also has flame-retardant protection, anti-aging, and anti-rutting properties, which can reduce vibration and noise caused by traffic loads at the source, block the transmission path, and protect the stability of the tunnel main body and the central diaphragm structure.

[0028] Different vibration and noise reduction materials are installed in different parts of the tunnel 1 frame structure. The materials in each part complement each other and work together in a comprehensive manner to form a comprehensive vibration and noise control system that includes external blocking, internal structural friction, internal absorption, and source suppression. Ultimately, this achieves the core objectives of vibration and noise reduction, protecting the stability of the main tunnel structure, and improving travel comfort. At the same time, it is suitable for the complex use scenario of double-layer tunnels and meets the requirements of environmental protection and economic efficiency throughout the entire life cycle.

[0029] Finally, it should be noted that the above description is merely a preferred embodiment of the present utility model. Those skilled in the art, under the guidance of the present utility model, can make various similar representations without departing from the spirit and claims of the present utility model, and such modifications all fall within the protection scope of the present utility model.

Claims

1. A vibration-damping and noise-reducing double-layer tunnel, comprising a tunnel (1) excavated below the road surface, characterized in that: The tunnel (1) is a concrete frame structure with a central partition (2) that divides the tunnel (1) into two layers, namely the upper tunnel and the lower tunnel. The outer surface of the frame structure, the inside of the side walls, and the inside of the central partition (2) are filled with vibration damping and noise reduction materials. The inner surfaces of the upper tunnel and the lower tunnel are also wrapped with vibration damping and noise reduction materials.

2. The vibration-damping and noise-reducing double-layer tunnel according to claim 1, characterized in that: The outer walls on both sides and the top of the frame structure are covered with clay bricks.

3. A double-layer tunnel for vibration reduction and noise reduction according to claim 2, characterized in that: Viscoelastic damping membrane and aluminum sound-absorbing panels are installed between the outer walls on both sides and the top of the clay bricks and frame structure.

4. A double-layer tunnel for vibration reduction and noise reduction according to claim 1, characterized in that: A first receiving groove (3) is provided in both side walls of the frame structure, and an interlayer receiving groove (4) is provided inside the middle partition (2). Both the first receiving groove (3) and the interlayer receiving groove (4) are filled with damping material or sound-absorbing material.

5. A double-layer tunnel for vibration reduction and noise reduction according to claim 4, characterized in that: The first receiving groove (3) includes an upper receiving groove (3a) and a lower receiving groove (3b). The upper receiving groove (3a) and the lower receiving groove (3b) are parallel to the side wall of the frame structure. A first connecting groove (5) is provided between the upper receiving groove (3a) and the lower receiving groove (3b). The width of the first connecting groove (5) is smaller than the width of the first receiving groove (3). The first connecting groove (5) is filled with the same damping material or sound-absorbing material as the upper receiving groove (3a) and the lower receiving groove (3b).

6. A double-layer tunnel for vibration reduction and noise reduction according to claim 5, characterized in that: All the first receiving slots (3) are equidistant from the inner side of the frame structure, wherein the upper end of the upper receiving slot (3a) is flush with the top of the upper tunnel and the lower end is flush with or lower than the road surface of the upper tunnel, and the upper end of the lower receiving slot (3b) is flush with the top of the lower tunnel and the lower end is flush with or lower than the road surface of the lower tunnel.

7. A double-layer tunnel for vibration reduction and noise reduction according to claim 4, characterized in that: At least two interlayer receiving grooves (4) are arranged side by side in the middle partition (2), and the interlayer receiving grooves (4) are parallel to the middle partition (2). A second connecting groove (6) parallel to the middle partition (2) is arranged between adjacent interlayer receiving grooves (4). The width of the second connecting groove (4a) is smaller than the width of the interlayer receiving groove (4), and the second connecting groove (6) is filled with the same damping material or sound-absorbing material as the interlayer receiving groove (4).

8. A double-layer tunnel for vibration reduction and noise reduction according to claim 7, characterized in that: The axis of the interlayer receiving groove (4) coincides with the horizontal axis of the middle partition (2), and the outer end of the interlayer receiving groove (4) assembly is flush with the inner side of the tunnel (1).

9. A double-layer tunnel for vibration reduction and noise reduction according to claim 1, characterized in that: The vibration damping and noise reduction material wrapped around the inner surfaces of the upper and lower tunnels is a constrained damping material.

10. A double-layer tunnel for vibration reduction and noise reduction according to claim 9, characterized in that: The upper and lower tunnels are provided with a vibration damping and noise reduction layer (8) and an asphalt layer (7) from bottom to top. The vibration damping and noise reduction layer (8) is filled with polyester elastic vibration damping and noise reduction material, and the asphalt layer (7) is paved with damping modified flame retardant and noise reduction asphalt.

Images