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CN-121992823-A - Double-steel-plate concrete immersed tube tunnel structure integrated with variable-rigidity cavity

CN121992823ACN 121992823 ACN121992823 ACN 121992823ACN-121992823-A

Abstract

The invention relates to the field of immersed tube tunnel engineering, in particular to a double-steel-plate concrete immersed tube tunnel structure integrated with a variable-rigidity cavity. The structure comprises a multi-compartment double-steel-plate concrete pipe joint surrounded by an outer steel plate (1), an inner steel plate (2) and a plurality of compartment partition plates (3), wherein part of compartments are filled with common concrete (4), and part of compartments are constructed into a variable-rigidity functional cavity. An energy-consumption and shock-absorption chamber (5) is arranged near the joint of the pipe joint and the connection part on the shore, a flexible adaptation chamber (6) is arranged in the differential settlement sensitive area, and a rigidity adjusting chamber (7) is arranged in the selected compartment. Compared with the existing compartment type double-steel-plate concrete immersed tube tunnel with uniform concrete pouring inside, the invention realizes the on-demand distribution and adjustable control of the rigidity of the tube sections along the line, obviously reduces the force concentration in the joint and the transition section, and improves the shock resistance and the adaptive deformation capacity of the ultra-long immersed tube tunnel.

Inventors

  • HUANG YUAN
  • PENG ZHICHUAN

Assignees

  • 湖南大学

Dates

Publication Date
20260508
Application Date
20260310

Claims (10)

  1. 1. A double-steel-plate concrete immersed tube tunnel structure integrating variable stiffness chambers comprises a plurality of immersed tube joints arranged longitudinally along a tunnel, wherein each tube joint is surrounded by an outer steel plate (1), an inner steel plate (2) and a plurality of cabin partition plates (3) arranged transversely and/or vertically to form a multi-compartment double-steel-plate cavity structure, and the compartments are at least partially filled with common concrete (4), and the double-steel-plate concrete immersed tube tunnel structure is characterized in that at least one part of the compartments is constructed into a variable stiffness functional chamber, the variable stiffness functional chamber comprises a damping chamber (5) arranged near a tube joint (13) and/or an onshore connection structure (14), a flexible adaptation chamber (6) arranged in a position where large difference settlement sections are expected to exist and filled with low-elasticity-modulus light concrete and/or foam concrete (9), and a reserved cavity (10) and a grouting pipe (11) communicated with the reserved cavity are arranged in the cavity for improving the overall stiffness of the hollow tube, and the grouting functional chamber is used for locally adjusting the differential stiffness of the sinking tube in an operation period, so that the sinking tube can be deformed and deformed in a line.
  2. 2. The immersed tube tunnel structure as claimed in claim 1, wherein the energy dissipation and shock absorption chambers (5) are arranged on two sides of the joint section in pairs or groups along the height direction of the tube joint, and the high damping rubber or viscoelastic material, the cabin partition plate (3) and the steel plate are bonded or mechanically connected to form a continuous shearing energy dissipation layer, so that the joint area generates controlled shearing deformation under the action of horizontal and vertical earthquakes.
  3. 3. Immersed tube tunnel structure according to claim 1 or 2, characterized in that the metal damping element (8) is a yielding steel damper, friction damper or shear yielding connection, one end of which is connected to the outer steel plate (1) and the other end is connected to the inner steel plate (2) and/or cabin partition (3), dissipating seismic input energy by repeated yielding or friction sliding.
  4. 4. Immersed tube tunnel structure as claimed in claim 1, characterized in that the flexible adaptation chamber (6) adopts a dry density not greater than Modulus of elasticity is less than Light weight concrete or foam concrete of (2), wherein The elastic modulus of the pipe joint common concrete (4) is controlled to flexibly adapt to the deformation requirement of a cavity area under the actions of uneven sedimentation and temperature gradient.
  5. 5. Immersed tube tunnel structure according to claim 1, characterized in that the flexible adaptation chambers (6) are arranged continuously or intermittently in a strip-like manner in the longitudinal direction of the tunnel, the length of which covers the differential settlement influence range and are arranged preferentially in the tension zone in the section height direction, in order to reduce the risk of cracking of the concrete.
  6. 6. The immersed tube tunnel structure as claimed in claim 1, wherein the reserved cavity (10) of the rigidity adjusting chamber (7) is formed by a detachable template or a breakable filling material in a prefabrication stage, and the grouting pipe (11) is arranged through the top plate and/or the side wall of the pipe joint, and a grouting port and a grouting stopping device are arranged at the end part so as to facilitate the implementation of zoned and staged post grouting in the operation period.
  7. 7. The immersed tube tunnel structure as claimed in claim 1, wherein the rigidity adjusting chamber (7) corresponds to a structural health monitoring sensor (12) arranged inside and outside the tube section, the sensor is used for monitoring the rotation angle, shearing deformation, strain and/or sedimentation of the tube section joint, and the position of the rigidity adjusting chamber and the grouting amount required to be grouting are determined according to the monitoring result, so that the feedback control of the rigidity of the tube section is realized.
  8. 8. The immersed tube tunnel structure as claimed in claim 1, wherein the stiffness-changing functional chambers are arranged symmetrically or approximately symmetrically in the vertical and/or horizontal direction in the cross section area, so that the overall force transmission path of the structure is kept balanced, and the overall stability reduction caused by the local stiffness weakening is avoided.
  9. 9. The immersed tube tunnel structure according to any one of claims 1-8, wherein the specific type and arrangement range of the rigidity-variable functional chamber are determined according to longitudinal foundation rigidity distribution, temperature field analysis results and earthquake reaction analysis results of the immersed tube tunnel, and a rigidity partition arrangement scheme of line segments is formed, so that the rigidity of the tube section body is matched with the mechanical properties of the joint in a cooperative manner.
  10. 10. A rigidity regulating method based on a immersed tube tunnel structure according to any one of claims 1-9 is characterized by comprising the steps of (1) acquiring strain, rotation angle and settlement data near a tube joint (13) and an onshore connection structure (14) through a structural health monitoring sensor (12) in the operation period of the immersed tube tunnel, (2) identifying an internal force or deformation abnormal section based on the monitoring data by comparing with a design threshold, (3) selecting a rigidity regulating cavity (7) corresponding to the abnormal section, injecting high-strength slurry into a reserved cavity (10) through a grouting tube (11) to improve local rigidity after the slurry is hardened, and (4) replacing or reinforcing filling materials of an energy-consumption damping cavity (5) or a flexible adaptation cavity (6) when necessary so as to re-optimize integral rigidity distribution and energy consumption capacity of the tunnel.

Description

Double-steel-plate concrete immersed tube tunnel structure integrated with variable-rigidity cavity Technical Field The invention relates to the fields of underwater traffic engineering, tunnel engineering and structural engineering, in particular to a double-steel-plate concrete combined structure applied to a river-crossing and sea-crossing immersed tube tunnel, and especially relates to a double-steel-plate concrete immersed tube tunnel structure which is integrated with a variable stiffness cavity and can realize optimization of stiffness distribution along the line and adjustable control of an operation period, and a stiffness regulating and controlling method based on the structure and application of the structure in anti-seismic, differential settlement resistance and temperature effect control. Background The double-steel-plate concrete composite structure consists of two layers of steel plates and middle filling concrete, has the advantages of excellent stress performance, high construction speed, strong waterproof and corrosion resistance and the like, and has been applied to high-rise buildings, bridge towers, underground structures and immersed tube tunnels. For underwater immersed tube tunnels, a compartment type double-steel-plate concrete immersed tube tunnel structure is proposed and practically adopted in recent years, a plurality of compartments are formed by arranging longitudinal and transverse partition plates between double steel plates, and concrete is integrally poured in the compartments, so that bending resistance, shearing resistance and compression resistance are improved, and good waterproof performance is achieved. The engineering of deep and medium channels and the like is applied to the construction of the cabin-type double-steel-plate concrete immersed tube on a large scale, and corresponding construction and design methods are formed. The common characteristic of the existing compartment type double-steel-plate concrete immersed tube tunnel is that common concrete with the same or similar strength grade is generally poured in the compartment in an integral manner to form a rigid tube section with approximately uniform integral rigidity. The existing research is mainly focused on the aspects of bending bearing capacity, shearing resistance, local stability, pouring defects and the like of the structure, the differential function design of the cabin is not carried out, and the mechanical properties of the internal filling material are basically consistent. On the other hand, the immersed tube tunnel faces complex and changeable environment and load conditions in the service process, and comprises (1) differential settlement caused by long-term consolidation, siltation change and uneven compression of a foundation so as to generate additional internal force at a tube joint and a joint of the tube joint, (2) non-uniform temperature field generated by the tube joint due to water temperature and air temperature seasonal change so as to cause constraint temperature deformation and additional stress, and (3) accidental effects such as earthquake and ship collision, and the like, so that high shock absorption and insulation and energy consumption requirements are provided for the whole tunnel and the joint area. To solve the above problems, the conventional engineering has been conducted by the following means: a flexible or semi-rigid structure is arranged at the joint, for example, a shear key support, a rubber support and the like are adopted to form certain flexibility and energy consumption capacity at the joint of the pipe joint so as to improve the mechanical property and the anti-seismic property of the joint; The rigidity ratio of the joint to the pipe joint is optimized by adjusting the joint structure and materials through structural analysis and experimental study, and controlling the rigidity ratio of the joint to the pipe joint body so as to reduce the concentration of internal force; The local reinforcement is suitably reduced or the cross section is changed in the overall design to guide the plastic development to some extent or to accommodate uneven deformation. However, the above conventional measures still have the following limitations: The rigidity regulation and control is concentrated on the joint structure level, wherein in the prior art, flexibility and energy consumption elements are mainly introduced on a pipe joint rubber water stop belt, a shear key and a local steel member, an immersed pipe joint body is still poured by internal homogeneous concrete, the rigidity distribution in the longitudinal and section range of a tunnel is difficult to finely regulate and control, and the internal force redistribution capacity near the joint is limited. The lack of functionalization and partition design of cabin interior materials, namely, although the cabin-type double-steel-plate concrete structure provides natural multi-cabin space, each cabin is still regarded