Railway tunnel state rapid evaluation method based on monitoring incremental data

Abstract

The application discloses a kind of based on monitoring incremental data's operation railway tunnel state rapid evaluation method, belong to railway tunnel state evaluation field, including: based on tunnel basic data, the deformation and stress mechanism of tunnel lining structure is analyzed using three-dimensional numerical simulation method, and the logical relationship between lining structure deformation, stress and safety factor is established;Based on periodic inspection and special detection, obtain real-time data under the operation state of tunnel, based on logical relationship, the real-time evaluation result of structure safety under the operation state of tunnel is obtained;Long-term monitoring data of tunnel structure is used to correct real-time evaluation result, and the corrected logical relationship is obtained;The actual data of tunnel current is obtained by rapid detection equipment, and the rapid evaluation of tunnel lining structure safety state is realized by combining the corrected logical relationship.The application effectively solves the problems of low data utilization, inaccurate evaluation and inability to quickly respond to tunnel state changes in traditional methods.

Description

Technical Field

[0001] This invention belongs to the field of railway tunnel condition evaluation technology, and in particular relates to a rapid condition evaluation method for operating railway tunnels based on incremental monitoring data. Background Technology

[0002] Due to differences in railway tunnel construction technology and management levels, construction quality varies considerably. Furthermore, the complexity of geological and hydrological conditions results in a wide variety, large quantity, and high degree of concealment of defects and damage to the lining of operating railway tunnels. This significantly reduces the safety status of the tunnel lining structure and hinders the healthy operation and maintenance of railway tunnels. Therefore, it is urgent to propose a method for ensuring the safety status of railway tunnel lining structures to guarantee the healthy operation and maintenance of railway tunnels.

[0003] Considering the actual needs of railway tunnel operation, the treatment of defects and faults can only be carried out during maintenance windows and cannot occupy railway tunnels for extended periods. Otherwise, it would affect the operation network of high-speed trains and thus induce adverse social impacts. Therefore, the evaluation method for the structural condition of operating railway tunnels needs to be rapid, making the research on rapid evaluation methods for the condition of operating railway tunnels of significant engineering importance.

[0004] During railway tunnel operation, regular inspections and specialized tests of the tunnel lining structure are necessary. Furthermore, to accurately and in real-time monitor the condition of the lining structure, long-term monitoring becomes essential. Regular inspections, specialized tests, and long-term monitoring reflect the safety status of the tunnel lining structure from different perspectives and at different time periods, each with its own characteristics. However, the current comprehensive utilization rate of this data is relatively low.

[0005] Currently, safety status assessments of railway tunnel lining structures mainly focus on risks and hazards during tunnel construction, such as safety risk assessments and structural safety status assessments during the construction of water-rich karst tunnels. Assessments of the safety status of lining structures during railway tunnel operation are rare. Furthermore, existing technologies for safety assessment of operational railway tunnel lining structures primarily rely on analyzing the stress state of the lining structure, specifically whether its tensile or compressive strength exceeds allowable values. This method often overlooks the fact that as railway tunnels age, the lining structure frequently develops varying degrees of damage or defects. Moreover, numerical calculations, theoretical analysis, model tests, and on-site monitoring all struggle to accurately obtain the stress state of the tunnel lining structure. For example, constitutive models used in numerical calculations have limitations, theoretical analyses rely on numerous assumptions, model tests suffer from size effects, and on-site monitoring instruments have varying degrees of error. Therefore, this invention proposes a rapid evaluation method for the status of operational railway tunnels based on incremental monitoring data. Summary of the Invention

[0006] To address the aforementioned technical problems, this invention proposes a rapid evaluation method for the condition of operational railway tunnels based on incremental monitoring data, thereby resolving the issues present in the existing technologies.

[0007] To achieve the above objectives, this invention provides a method for rapid evaluation of the condition of operational railway tunnels based on incremental monitoring data, comprising:

[0008] Acquire tunnel foundation data, which includes structural geometric dimensions, structural material properties, and surrounding rock geological conditions;

[0009] Based on the aforementioned tunnel foundation data, the deformation and stress mechanism of the tunnel lining structure are analyzed using a three-dimensional numerical simulation method, and the logical relationship between the deformation, stress, and safety factor of the lining structure is established.

[0010] Based on real-time data obtained from regular inspections and special tests during tunnel operation, the logical relationship uses the real-time data to evaluate the structural safety of the tunnel in operation and obtain a real-time evaluation result.

[0011] The real-time evaluation results are corrected using long-term monitoring data of the tunnel structure, resulting in the corrected logical relationship.

[0012] The actual data of the tunnel is obtained by rapid detection equipment, and the safety status of the tunnel lining structure is quickly evaluated by combining the corrected logical relationship.

[0013] Optionally, the structural geometry includes: tunnel cross-section type, cross-section size, and tunnel burial depth;

[0014] The structural material properties include: material type, material form, and basic mechanical properties of the material;

[0015] The surrounding rock geological conditions include: surrounding rock type, surrounding rock grade, and surrounding rock mechanical parameters.

[0016] Optionally, before establishing the logical relationship between the deformation, stress and safety factor of the lining structure, the following should also be included: structural safety evaluation under the tunnel design state and structural safety evaluation under the tunnel completion state;

[0017] The process of structural safety evaluation in the tunnel design state and structural safety evaluation in the tunnel completion state includes:

[0018] Based on the aforementioned tunnel basic data, a logical relationship between the safety status of the tunnel lining structure and the tunnel basic data is established, resulting in a tunnel design evaluation model.

[0019] The structural safety evaluation of the tunnel under design conditions is obtained based on the tunnel design evaluation model.

[0020] Obtain actual data of the tunnel under completed conditions, establish the logical relationship between the safety status of the tunnel lining structure and the tunnel foundation data and the actual data under completed conditions, and obtain the tunnel completion evaluation model;

[0021] The structural safety evaluation of the tunnel under the completed state is obtained based on the tunnel completion evaluation model.

[0022] Optionally, the process of analyzing the deformation and stress mechanism of tunnel lining structures using three-dimensional numerical simulation methods includes:

[0023] A three-dimensional numerical model is constructed based on the tunnel basic data, and the geometric dimensions, physical parameters and boundary conditions of the model are determined.

[0024] The three-dimensional numerical model calculates the axial force and bending moment of the tunnel lining structure under different working conditions through numerical simulation.

[0025] Based on the axial force and bending moment, the safety factor of the lining structure is calculated.

[0026] Optionally, the actual data of the tunnel under completed condition and the real-time data of the tunnel under operational condition both include: the apparent condition of the lining structure, the measured thickness, the condition behind it, and the lining strength.

[0027] Optionally, the process of correcting the real-time evaluation results using long-term monitoring data of the tunnel structure includes:

[0028] The numerical deformation value of the tunnel structure is obtained based on the real-time evaluation results.

[0029] The numerically calculated deformation value is compared with the long-term monitored deformation value, and the numerically calculated deformation value is corrected using a correction factor.

[0030] Optionally, the modified logical relationship is as follows:

[0031] S=ηf(αa,βb,δc,εd,γe,ωg,ζh);

[0032] In the formula, S represents the safety factor, f(·) represents the logical relation, a represents the structural geometric dimensions, b represents the structural material properties, c represents the surrounding rock geological conditions, α represents the weighted influence coefficient of the structural geometric dimensions, β represents the weighted influence coefficient of the structural material properties, δ represents the weighted influence coefficient of the surrounding rock geological conditions, d represents the apparent state of the lining structure, e represents the measured thickness of the lining, g represents the state behind the lining, h represents the lining strength, ε represents the weighted influence coefficient of the apparent state of the lining structure, γ represents the weighted influence coefficient of the measured thickness of the lining, ω represents the weighted influence coefficient of the state behind the lining, ζ represents the weighted influence coefficient of the lining strength, and η represents the correction coefficient.

[0033] Optionally, the method further includes the following steps: during tunnel operation, if defects in the tunnel lining structure are addressed, the tunnel basic data in the corrected logical relationship is updated; if the tunnel undergoes significant changes, the steps of real-time data acquisition, real-time structural safety evaluation, and long-term monitoring data correction under tunnel operation conditions are re-executed to improve the values ​​of the database, weight influence coefficient, and correction coefficient.

[0034] The present invention also provides a computer, including a memory, a processor, and a computer program stored in the memory and executable on the processor, wherein the processor executes the computer program to implement a method for rapid evaluation of the condition of an operational railway tunnel based on incremental monitoring data.

[0035] The present invention also provides a storage medium storing a computer program that, when executed by a processor, implements a method for rapid evaluation of the status of operational railway tunnels based on incremental monitoring data.

[0036] Compared with the prior art, the present invention has the following advantages and technical effects:

[0037] This invention presents a rapid evaluation method for the operational railway tunnel status based on incremental monitoring data. By comprehensively utilizing tunnel foundation data, periodic inspections, specialized tests, and long-term monitoring data, combined with three-dimensional numerical simulation technology, it establishes a logical relationship between tunnel lining structure deformation, stress, and safety factor, and further refines the evaluation model through correction coefficients. This method can accurately assess the safety status of the tunnel lining structure in a short time, effectively solving the problems of low data utilization, inaccurate evaluation, and inability to quickly respond to changes in tunnel status in traditional methods. Simultaneously, the use of rapid detection equipment to acquire real-time data further improves the efficiency and timeliness of the evaluation, providing a scientific basis for the healthy operation and maintenance of railway tunnels, ensuring the safety and reliability of railway operations, and possessing significant engineering application value and economic benefits. Attached Figure Description

[0038] The accompanying drawings, which form part of this application, are used to provide a further understanding of this application. The illustrative embodiments and descriptions of this application are used to explain this application and do not constitute an undue limitation of this application. In the drawings:

[0039] Figure 1 This is a flowchart of a rapid evaluation method for the status of operating railway tunnels based on incremental monitoring data, according to an embodiment of the present invention. Detailed Implementation

[0040] It should be noted that, unless otherwise specified, the embodiments and features described in this application can be combined with each other. This application will now be described in detail with reference to the accompanying drawings and embodiments.

[0041] It should be noted that the steps shown in the flowchart in the accompanying drawings can be executed in a computer system such as a set of computer-executable instructions, and although a logical order is shown in the flowchart, in some cases the steps shown or described may be executed in a different order than that shown here.

[0042] Currently, there is no method that simultaneously considers the deformation and stress failure mechanism of railway tunnel lining structures during operation, as well as periodic inspections, special tests, and long-term testing data, to rapidly identify and obtain actual data on railway tunnel lining structures based on incremental data, and thus achieves a rapid assessment of the safety status of lining structures.

[0043] As a specific implementation of this embodiment, the following are explanations of professional terms related to this invention: (1) Initial support: mainly refers to the temporary support method after tunnel excavation, which is carried out by means of shotcrete, anchor bolts, etc., and is called initial support, also known as temporary support. (2) Secondary lining: mainly refers to the permanent support method after the initial support, which is carried out by means of cast-in-place concrete or cast-in-place concrete, etc., after the surrounding rock deformation has reached stability, and is called secondary lining, also known as permanent support. The "lining structure" or "structure" referred to in the patent generally refers to "secondary lining". (3) It can also be distinguished according to the relative position of the waterproof layer. The support between the waterproof layer and the surrounding rock is generally the initial support; the support between the waterproof layer and the tunnel clearance is generally the secondary lining or permanent support. (4) The handover inspection is only carried out when the tunnel is completed and is an essential material for the tunnel completion and acceptance; the regular inspection and special inspection are necessary inspections carried out on the tunnel during the tunnel operation process according to the guidelines and specifications, so as to obtain real-time status data of the tunnel operation process. (5) Internal logical relationship: This is a newly defined term, referring to the relationship between data and safety factors. Data, as an input function, is diverse and inconsistent, while the safety factor, as an output function, necessitates an inherent logical relationship between them. Based on current knowledge, it is difficult to accurately express this internal logical relationship using a simple formula or a few formulas. (6) Incremental data: This mainly refers to data acquired afterward that is an increment, not an absolute quantity, compared to the structure under design conditions. Because the tunnel lacks a baseline state, a baseline value cannot be obtained, hence there is no absolute data.

[0044] like Figure 1As shown in the figure, this embodiment provides a rapid evaluation method for the status of operating railway tunnels based on incremental monitoring data. The method first uses three-dimensional numerical simulation to analyze the deformation and stress mechanism of the lining structure of the operating railway tunnel, establishing the internal logical relationship between the lining structure deformation, stress, and safety factor. Second, by combining regular inspections and special tests, real-time data of the railway tunnel under operating conditions is obtained, and three-dimensional numerical simulation is used to evaluate the structural safety of the tunnel under operating conditions in real time. Then, long-term monitoring data of the tunnel structure is used to correct the real-time structural safety evaluation results, and an internal logical relationship is established between the actual data and safety factor during the railway tunnel operation phase. Finally, based on rapid detection equipment, the current actual data of the tunnel is obtained, and combined with the internal logical relationship, a rapid evaluation of the safety status of the tunnel lining structure is achieved. Specifically, the method includes the following steps:

[0045] The process involves acquiring basic tunnel data, including structural geometry, material properties, and surrounding rock geological conditions. Based on this data, a 3D numerical simulation method is used to analyze the deformation and stress mechanisms of the tunnel lining structure, establishing a logical relationship between deformation, stress, and safety factor. Real-time data from periodic inspections and specialized tests is obtained during tunnel operation. This data is then used to evaluate the structural safety of the tunnel under operational conditions. Long-term monitoring data of the tunnel structure is used to correct the real-time evaluation results, resulting in a revised logical relationship. Finally, rapid detection equipment is used to acquire current tunnel data, which, combined with the revised logical relationship, enables a rapid evaluation of the tunnel lining structure's safety status.

[0046] (1) Acquisition of Tunnel Basic Data: For operational railway tunnels, basic data mainly includes structural geometric dimensions, structural material properties, and surrounding rock geological conditions. Structural geometric dimensions include tunnel cross-sectional type, cross-sectional size, and tunnel depth; structural material properties include material type, material type (plain concrete, reinforced concrete, etc.), and basic mechanical properties of the materials (such as elastic modulus, Poisson's ratio, cohesion, compressive and tensile strength, etc.); surrounding rock geological conditions include surrounding rock type, surrounding rock grade, and surrounding rock mechanical parameters (such as elastic modulus, Poisson's ratio, cohesion, compressive and tensile strength, etc.). Information related to structural geometric dimensions and material properties can be obtained from actual construction drawings, such as preliminary design and two-stage construction drawings; information related to surrounding rock geological conditions can be obtained from geological survey reports, such as preliminary surveys and detailed surveys.

[0047] (2) Structural safety evaluation under tunnel design conditions: Combining the tunnel structure's geometric dimensions, material properties, and surrounding rock geological conditions, three-dimensional numerical simulation technology is used to evaluate the safety of the tunnel structure under design conditions. This mainly includes the selection and numerical determination of physical model input parameters, physical model solving, and analysis of calculation results. Based on the needs of the physical model solving, the specific values ​​of the model input parameters can be obtained from the tunnel foundation data. This is equivalent to model construction, mainly referring to the model's geometric dimensions; after model construction, corresponding physical parameters, such as surrounding rock, structure, and environment, are assigned. Only after these parameters are assigned can the solution be performed based on the boundary conditions. (For example, the model's length-to-width ratio is determined based on the tunnel's dimensions. Generally, the model's length is 3-5 times the tunnel's width; the model height above the tunnel's top is the tunnel's burial depth, and the model depth below the tunnel's bottom is 1-2 times the tunnel's height; the tunnel's longitudinal depth is taken as the unit length for a plane strain model, and as the actual tunnel length if the tunnel's passage process is considered. In addition, it includes the tunnel structure's cross-sectional dimensions, the surrounding rock's mechanical parameters (such as elastic modulus, Poisson's ratio, cohesion, etc.), the tunnel structure's type, and specific parameters (such as the thickness of the lining concrete, material type, material mechanical parameters, etc.). The physical model's geometric dimensions, physical parameters, and boundary conditions all need to be determined based on the specific engineering conditions. A logical relationship is established between the tunnel lining structure's safety state and the tunnel's foundation data, i.e., the tunnel design evaluation model, as follows:)

[0048] S=f(αa, βb, δc) (1)

[0049] In the formula: S represents the safety factor, f represents the logical relation, a represents the structural geometric dimensions, b represents the structural material properties, and c represents the surrounding rock geological conditions. α represents the weighted influence coefficient of the structural geometric dimensions, β represents the weighted influence coefficient of the structural material properties, and δ represents the weighted influence coefficient of the surrounding rock geological conditions.

[0050] Among them, S can be obtained by calculating the corresponding safety factor based on the axial force and bending moment of the lining structure obtained by numerical simulation calculation, geometric foundation data, and the calculation formula recommended by the standard.

[0051] (3) Structural safety evaluation of the tunnel under completed condition: First, obtain the actual data of the tunnel under completed condition. The actual data mainly include the appearance of the lining structure, the measured thickness of the lining, the condition behind the lining, and the strength of the lining. The apparent condition of the lining structure refers to whether there are cracks, water leakage, or damage on the surface of the lining structure; the measured thickness of the lining refers to the actual thickness during operation after lining construction (due to construction technology and project management, the actual thickness of the lining is often insufficient and cannot be fully constructed according to the construction drawings); the condition behind the lining refers to whether there is a gap between the initial support and the secondary lining, whether there are voids behind the secondary lining, and whether the interior of the secondary lining is not dense (due to construction technology and project management, it is difficult to fully construct according to the construction drawings, and defects are inevitable behind the lining); the lining strength mainly refers to the actual compressive strength of the lining structure (due to construction technology and project management, unreasonable concrete pouring methods, insufficient pouring and curing time, etc., ultimately lead to the actual strength of the concrete not reaching the allowable value of the specification. For example, C25 concrete should have a design strength of 25MPa, but due to insufficient pouring and curing time, the final strength may only be 20MPa). The actual data in the completed tunnel condition can be obtained through the handover inspection report. Therefore, there will inevitably be some differences between the actual data and the tunnel design parameters in the completed state of the tunnel. These differences will gradually decrease with the improvement of construction technology and management level. Then, three-dimensional numerical simulation technology is used to evaluate the safety of the tunnel structure in the completed state. And establish the logical relationship between the safety status of the tunnel lining structure and the basic data, that is, the tunnel design evaluation model, as shown in equation (2):

[0052] S=f(αa,βb,δc,εd,γe,ωg,ζh) (2)

[0053] In the formula: d represents the apparent state of the lining structure, e represents the measured thickness of the lining, g represents the state behind the lining, h represents the lining strength, ε represents the weighted influence coefficient of the apparent state of the lining structure, γ represents the weighted influence coefficient of the measured thickness of the lining, ω represents the weighted influence coefficient of the state behind the lining, and ζ represents the weighted influence coefficient of the lining strength.

[0054] (4) Real-time data acquisition during tunnel operation: After the tunnel is handed over and accepted and begins operation, it will be affected by various internal and external factors, which will change the state of the tunnel. For example, rainfall will cause the groundwater level to rise. When the tunnel is buried below the groundwater level, the higher groundwater level will increase the water pressure on the outside of the tunnel structure. Biological action will also lead to the deterioration of the lining structure and the decomposition of the surrounding rock. For example, the decomposition of microorganisms will cause the surrounding rock and the internal decomposition of the lining structure, thereby reducing the mechanical properties of the surrounding rock. The decomposition of the surrounding rock will lead to a decrease in the self-stabilizing ability of the surrounding rock, thereby increasing the soil pressure on the outside of the surrounding rock. When railway trains pass through the tunnel, they will generate dynamic action. This dynamic action is a low-amplitude, high-frequency load. Under the action of this load, the lining structure will suffer cumulative losses, thereby reducing the service performance of the structure. Under the action of external dynamic loads, the surrounding rock will also decompose continuously, thereby reducing the stability of the surrounding rock. Random loads, such as earthquakes, train collisions, and construction of adjacent projects, will also affect the state of the tunnel structure and the surrounding rock to a certain extent. Therefore, there will inevitably be some differences between real-time data during tunnel operation and actual data during tunnel completion, and these differences will gradually increase with the increase in operating years. During tunnel operation, the apparent condition data of the lining structure can be obtained through the tunnel's periodic inspection reports; the measured thickness of the lining, the condition behind the lining, and the lining strength data can be obtained through the tunnel's specialized inspection reports.

[0055] (5) Real-time evaluation of structural safety in tunnel operation: Combining basic data and real-time data of the tunnel, three-dimensional numerical simulation technology is used to evaluate the safety of the tunnel structure in the completed state.

[0056] (6) Correcting the real-time evaluation results of structural safety using long-term monitoring data of tunnel structure: During the regular inspection and special testing of tunnels, it is inevitable that some minor or hidden defects or diseases of the tunnel will be missed, or due to the current technical limitations, it is not possible to detect all defects or diseases of the tunnel. For example, there is no perfect technology to detect crack depth, and there is no technology to obtain the three-dimensional state of the voids behind the lining for defects. Therefore, it is necessary to correct the analysis results of step (5). First, in the analysis results of step (5), the deformation value of the tunnel structure is obtained (the deformation value of the tunnel structure is obtained by measuring tools), the numerically calculated deformation value is compared with the deformation value of long-term monitoring, and the numerically calculated deformation value is corrected by correction coefficient. Among them, the correction coefficient is a value taken by personal experience and is continuously improved with the increase of data from regular inspection and special testing. And further improve the logical relationship between the safety status of the tunnel lining structure and the basic data, as follows:

[0057] S=ηf(αa,βb,δc,εd,γe,ωg,ζh) (3)

[0058] In the formula, η represents the correction coefficient.

[0059] (7) Repeat steps (4)-(6) to continuously improve the database, weight influence coefficient and correction coefficient values;

[0060] (8) Rapid evaluation of the operational status of railway tunnels: First, real-time data on the tunnel's operational status is obtained through rapid detection equipment. Then, the relevant data is substituted into formula (3) to obtain the safety factor of the tunnel lining structure, thereby determining the status of the tunnel lining structure. Among them, rapid detection equipment mainly refers to image detection technology. This is because traditional periodic inspections are mainly manual inspections; specialized inspections require the deployment of survey lines, which can only achieve linear data acquisition.

[0061] (9) If defects or problems are treated during the operation of the railway tunnel, the basic data in formula (3) will be changed accordingly. If major changes or major earthquake disasters occur during the operation of the railway tunnel, resulting in significant changes in the actual data of the tunnel, steps (4) to (6) will be executed again to obtain sufficient data to improve the database, weight influence coefficient and correction coefficient in formula (3).

[0062] (10) Compare the calculated safety factor S with the benchmark value. If it is greater than the benchmark value, the structure is in an unsafe state. If it is less than the benchmark value, the structure is considered to be relatively safe.

[0063] As a specific implementation method of this embodiment, the specific implementation process includes: (1) Obtaining tunnel basic data. Contact or coordinate with relevant units such as construction units, design units, construction units, supervision units, government departments and quality supervision stations to collect non-confidential materials, and select relevant specific data about railway tunnels from the materials. Such as tunnel cross-section type, cross-section size, tunnel burial depth, structural material type (plain concrete, reinforced concrete, etc.), surrounding rock type, surrounding rock grade, surrounding rock mechanical parameters (such as elastic modulus, Poisson's ratio, cohesion, compressive and tensile strength, etc.).

[0064] (2) Structural safety evaluation under tunnel design conditions. ① Determination of model parameter values: According to the geological survey report and construction drawings, the burial depth of the operating railway tunnel is 150m, the cross-sectional dimensions are a single-centered circle with a radius of 4.75m, the lining structure is reinforced concrete, HPB300 steel bars, C25 concrete, the lining thickness is 45.0mm, the surrounding rock is shale, the grade is III, the unit weight of the surrounding rock is 25kN / m3, and the cohesion is 3.5kPa. ② Model construction and solution: The input parameters are substituted into the physical model for solution. First, based on the deformation and stress distribution characteristics, the most unfavorable position of the lining structure is determined, such as at the arch crown. Then, the axial force and bending moment at the arch crown are obtained. Combining the axial force and bending moment, the safety factor of the lining structure can be calculated using the formula recommended in the standard (《Railway Tunnel Design Code Volume 1 Civil Engineering》JTG 3370.1-2018). Finally, the calculated safety factors, such as the safety factor for the compressive strength of the lining being 2.5, are compared with the recommended values ​​in the code (1.8-2.4). The calculated safety factor is greater than the recommended value, indicating that the structural safety of the tunnel in the design state meets the code requirements and is close to 2.4. It can be considered that the design takes into account "permanent loads + basic variable loads". As a specific implementation method in this embodiment, the safety factor in the design state meets the code requirements. This embodiment obtains the deformation and stress data of the design state, also known as the initial state, and determines the load combination considered in the safety factor calculation.

[0065] (3) Structural safety evaluation of the tunnel under completed condition. ① Obtain actual data of the tunnel under completed condition, and combine the handover inspection report to obtain relevant data such as the appearance of the lining structure, the measured thickness of the lining, the condition behind the lining, and the strength of the lining. For example, there is a longitudinal crack in the lining arch, which is 0.35mm wide, 3.5m long and 0.15mm deep; the measured thickness of the left arch waist of the lining is 75% of the design thickness, and the measured thickness of other positions is equal to the design thickness. There is a cavity with a size of 0.25*0.25*0.25cm behind the arch lining. The lining strength meets the requirements of the specifications. ② Use three-dimensional numerical simulation technology to analyze the safety of the tunnel structure under completed condition, obtain the axial force and bending moment of the lining structure, and calculate the safety factor S of the arch position based on the axial force and bending moment. ③ Initially construct the logical relationship between the safety status of the tunnel lining structure and the basic data as shown in formula (4).

[0066] S=f(0.25a, ​​0.12b, 0.25c, 0.08d, 0.06e,0.04g, 0.09h) (4)

[0067] (4) Real-time data acquisition during tunnel operation. Three years after the tunnel began operation, its condition changed due to various internal and external factors. Based on regular inspections and special testing reports, actual measurements showed that the width of the lining cracks increased from 0.35mm to 0.56mm, the length increased from 3.5m to 5.6m, and a new cavity with dimensions of 0.15*0.35*0.5m appeared in the arch.

[0068] (5) Real-time evaluation of structural safety under tunnel operation. Combining basic data and real-time data of the tunnel, three-dimensional numerical simulation technology is used to evaluate the safety of the tunnel structure under the completed state, and obtain the settlement or deformation value of the tunnel lining roof, such as 0.35mm.

[0069] (6) Correct the real-time evaluation results of structural safety using long-term monitoring data of the tunnel structure. Based on the long-term monitoring data, it was found that the settlement or deformation of the arch crown was 0.45 mm, which deviated from the numerical calculation. Therefore, it is necessary to propose an increased correction coefficient to make up for the deficiencies of the numerical calculation, as shown in formula (5).

[0070] S=1.25f(0.20a, 0.12b, 0.28c, 0.05d, 0.06e,0.09g, 0.06h) (5)

[0071] (7) Repeat steps (4)-(6) to continuously improve the database, weight influence coefficients, and correction coefficients. The constructed database is shown in Table 1.

[0072] Table 1

[0073]

[0074] (8) Rapid evaluation of the operational status of railway tunnels. ① Real-time data on the operational status of the tunnel was obtained through rapid detection equipment. A longitudinal crack was found in the lining arch, which was 0.85 mm wide, 9.5 m long and 0.25 mm deep. The measured thickness of the left arch waist of the lining was 55% of the design thickness. The measured thicknesses at other locations were equal to the design thickness. There was a cavity with a size of 0.25*1.25*0.25 cm behind the arch lining.

[0075] ② By combining the "database", the values ​​of the weight influence coefficient and the correction coefficient can be determined, and then the safety factor S of the lining structure can be calculated as 1.65.

[0076] ③ Compare the calculated safety factor with the benchmark value (1.8-2.4). It is found that the calculated value is less than the benchmark value. Therefore, the structure is in an unsafe state and corresponding maintenance measures need to be taken.

[0077] This invention discloses a rapid evaluation method for the safety status of lining structures in operating railway tunnels based on periodic inspections, special tests, and long-term monitoring incremental data. Targeting the safety status of lining structures during the operation phase of railway tunnels, this method combines the deformation and stress failure mechanisms of the lining structure with data from periodic inspections, special tests, and long-term monitoring. It utilizes rapid testing equipment to acquire actual data on the lining structure to achieve a rapid evaluation of the tunnel lining structure.

[0078] The present invention also provides a computer, including a memory, a processor, and a computer program stored in the memory and executable on the processor, wherein the processor executes the computer program to implement a method for rapid evaluation of the condition of an operational railway tunnel based on incremental monitoring data.

[0079] The present invention also provides a storage medium storing a computer program that, when executed by a processor, implements a method for rapid evaluation of the status of operational railway tunnels based on incremental monitoring data.

[0080] The above are merely preferred embodiments of this application, but the scope of protection of this application is not limited thereto. Any variations or substitutions that can be easily conceived by those skilled in the art within the scope of the technology disclosed in this application should be included within the scope of protection of this application. Therefore, the scope of protection of this application should be determined by the scope of the claims.

Claims

1. A method for rapid evaluation of the condition of operational railway tunnels based on incremental monitoring data, characterized in that, Includes the following steps: Acquire tunnel foundation data, which includes structural geometric dimensions, structural material properties, and surrounding rock geological conditions; Based on the aforementioned tunnel foundation data, the deformation and stress mechanism of the tunnel lining structure are analyzed using a three-dimensional numerical simulation method, and the logical relationship between the deformation, stress, and safety factor of the lining structure is established. Based on real-time data obtained from regular inspections and special tests during tunnel operation, the logical relationship uses the real-time data to evaluate the structural safety of the tunnel in real time and obtain a real-time evaluation result. The real-time evaluation results are corrected using long-term monitoring data of the tunnel structure, resulting in the corrected logical relationship. The actual data of the tunnel is obtained by rapid detection equipment, and the safety status of the tunnel lining structure is quickly evaluated by combining the corrected logical relationship. Before establishing the logical relationship between the deformation, stress and safety factor of the lining structure, it is also necessary to include: structural safety evaluation under the tunnel design state and structural safety evaluation under the tunnel completion state; The process of structural safety evaluation in the tunnel design state and structural safety evaluation in the tunnel completion state includes: establishing a logical relationship between the tunnel lining structure safety state and the tunnel basic data based on the tunnel basic data, and obtaining a tunnel design evaluation model; obtaining a structural safety evaluation in the tunnel design state based on the tunnel design evaluation model; acquiring actual data in the tunnel completion state, establishing a logical relationship between the tunnel lining structure safety state and the tunnel basic data and the actual data in the tunnel completion state, and obtaining a tunnel completion evaluation model; obtaining a structural safety evaluation in the tunnel completion state based on the tunnel completion evaluation model. The actual data of the tunnel under completed condition and the real-time data of the tunnel under operational condition both include: the apparent condition of the lining structure, the measured thickness, the condition behind it, and the lining strength.

2. The method for rapid evaluation of the condition of operating railway tunnels based on incremental monitoring data according to claim 1, characterized in that, The structural geometry includes: tunnel cross-section type, cross-section size, and tunnel burial depth; The structural material properties include: material type, material form, and basic mechanical properties of the material; The surrounding rock geological conditions include: surrounding rock type, surrounding rock grade, and surrounding rock mechanical parameters.

3. The method for rapid evaluation of the condition of operational railway tunnels based on incremental monitoring data according to claim 1, characterized in that, The process of analyzing the deformation and stress mechanism of tunnel lining structures using three-dimensional numerical simulation methods includes: A three-dimensional numerical model is constructed based on the tunnel basic data, and the geometric dimensions, physical parameters and boundary conditions of the model are determined. The three-dimensional numerical model calculates the axial force and bending moment of the tunnel lining structure under different working conditions through numerical simulation. Based on the axial force and bending moment, the safety factor of the lining structure is calculated.

4. The method for rapid evaluation of the condition of operating railway tunnels based on incremental monitoring data according to claim 1, characterized in that, The process of correcting real-time evaluation results using long-term monitoring data of the tunnel structure includes: The numerical deformation value of the tunnel structure is obtained based on the real-time evaluation results. The numerically calculated deformation value is compared with the long-term monitored deformation value, and the numerically calculated deformation value is corrected using a correction factor.

5. The method for rapid evaluation of the condition of operating railway tunnels based on incremental monitoring data according to claim 1, characterized in that, The revised logical relationship is as follows: ； In the formula, S represents the safety factor, f(·) represents the logical relation, a represents the structural geometric dimensions, b represents the structural material properties, c represents the surrounding rock geological conditions, α represents the weighted influence coefficient of the structural geometric dimensions, β represents the weighted influence coefficient of the structural material properties, δ represents the weighted influence coefficient of the surrounding rock geological conditions, d represents the apparent state of the lining structure, and e represents the measured thickness of the lining. denoted by h, which represents the state behind the lining; h represents the lining strength; ε represents the weighted influence coefficient of the apparent state of the lining structure; γ represents the weighted influence coefficient of the measured thickness of the lining; ω represents the weighted influence coefficient of the state behind the lining; ζ represents the weighted influence coefficient of the lining strength; and η represents the correction coefficient.

6. The method for rapid evaluation of the condition of operating railway tunnels based on incremental monitoring data according to claim 1, characterized in that, The method further includes the following steps: If defects in the tunnel lining structure are addressed during tunnel operation, the tunnel foundation data in the corrected logical relationship will be updated. If the tunnel undergoes significant changes, the steps of real-time data acquisition, real-time structural safety evaluation, and long-term monitoring data correction under tunnel operation status will be re-executed to improve the database, weighted influence coefficient, and correction coefficient values.

7. A computer comprising a memory, a processor, and a computer program stored in the memory and executable on the processor, characterized in that, When the processor executes the computer program, it implements the method for rapid evaluation of the status of operating railway tunnels based on incremental monitoring data as described in claim 1.

8. A storage medium having a computer program stored thereon, characterized in that, When executed by the processor, this program implements the rapid evaluation method for the status of operational railway tunnels based on incremental monitoring data as described in claim 1.

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