Structural Safety Status Assessment System for Metro Shield Tunnel

Abstract

The invention discloses a subway shield tunnel structure safety status assessment system, which belongs to the field of tunnel engineering and is used to solve the problems of limitations and deviations in subway shield tunnel structure safety status assessment. The invention comprises a geological analysis module, a status assessment module and a real-time monitoring module. The area division module sends a plurality of tunnel status assessment sections to a server. The geological analysis module is used to analyze geological data of the subway status assessment section. The real-time monitoring module is used to perform real-time monitoring of the subway status assessment section. The status assessment module is used to perform status assessment on the structural safety of the subway status assessment section. The system generates a status safety signal, a status re-assessment signal or a status danger signal and feeds it back to the server. The invention effectively combines the geological factors and real-time deformation factors of the tunnel to achieve the comprehensiveness and accuracy of the subway shield tunnel structure safety status assessment.

Description

Technical Field

[0001] The invention belongs to the field of subway engineering and relates to a safety status assessment technology, in particular to a subway shield tunnel structure safety status assessment system. Background Art

[0002] Subway shield is an important construction technology in urban subway construction. It is a construction method of underground tunneling. Subway shield machines are used to dig underground. While preventing the collapse of the soft foundation excavation surface or maintaining the stability of the excavation surface, tunnel excavation and lining operations are safely carried out inside the machine. The construction process requires first digging a shaft or foundation pit at one end of a certain section of the tunnel, and then hoisting the subway shield machine into place for installation. The subway shield machine starts digging from the wall opening of the shaft or foundation pit and advances along the designed tunnel line until it reaches the end of another shaft or tunnel in the tunnel line;

[0003] However, in the existing technology, the status assessment of subway shield tunnel structure safety does not effectively combine the geological factors and real-time deformation factors of the tunnel, resulting in limitations and deviations in the status assessment of subway shield tunnel structure safety;

[0004] Therefore, we propose a subway shield tunnel structural safety status assessment system. Summary of the invention

[0005] In view of the shortcomings of the prior art, the present invention aims to provide a subway shield tunnel structure safety status assessment system.

[0006] The technical problem to be solved by the present invention is: how to effectively combine the geological factors and real-time deformation factors of the tunnel to achieve the comprehensiveness and accuracy of the safety status assessment of the subway shield tunnel structure.

[0007] The purpose of the present invention can be achieved through the following technical solutions:

[0008] A subway shield tunnel structure safety status assessment system comprises a data acquisition module, a region division module, a geological analysis module, a status assessment module, a real-time monitoring module, a user terminal and a server, wherein the server is communicatively connected to a plurality of user terminals; the region division module is used to divide the subway shield tunnel into a plurality of tunnel status assessment sections, and the region division module sends the plurality of tunnel status assessment sections to the server; the data acquisition module is used to collect geological data, environmental data and monitoring data of the plurality of subway status assessment sections, and sends the geological data, environmental data and monitoring data to the server, the server sends the geological data to the geological analysis module, the server sends the monitoring data to the real-time monitoring module, and the server sends the environmental data to the status assessment module;

[0009] The geological analysis module is used to analyze the geological data of the subway status assessment section, and the analysis obtains the geological grade and the corresponding geological coefficient XS1u of the subway status assessment section and feeds them back to the server; the real-time monitoring module is used to monitor the subway status assessment section in real time, and obtains the monitoring grade and the corresponding monitoring coefficient XS2u of the iron status assessment section and feeds them back to the server. The server sends the geological grade and the corresponding geological coefficient, the monitoring grade and the corresponding monitoring coefficient of the subway status assessment section to the status assessment module. The status assessment module is used to perform status assessment on the structural safety of the subway status assessment section, and generates a status safety signal, a status review signal or a status danger signal to feed back to the server. If the server receives a status safety signal, no operation is performed. If the server receives a status review signal, the structural safety of the subway status assessment section is re-evaluated. If the server receives a status danger signal, a danger instruction is generated and loaded into the user terminal. After receiving the danger instruction, the staff at the user terminal maintains the subway status assessment section in an unsafe state, and evacuates other staff in the subway status assessment section in an unsafe state.

[0010] Furthermore, the geological data are the soil moisture content, soil viscosity value, excavation depth and thickness of the tunnel top and ground surface in the subway condition assessment section;

[0011] Environmental data include rainfall, vegetation, buildings and vehicle volume in the area where the subway status assessment section is located;

[0012] The monitoring data include the elevation of the tunnel top, the number of cracks and the corresponding crack length, the surface displacement, the number of water seepages and the corresponding water seepage amount, the number of turns and the corresponding curvature of the subway status assessment section.

[0013] Furthermore, the user terminal is used for the staff to register and log into the system after entering personal information, and send the personal information to the server. The personal information includes the staff's name and real-name authenticated mobile phone number.

[0014] Furthermore, the analysis process of the geological analysis module is as follows:

[0015] Step 1: Mark the subway status assessment section as u, where u=1, 2, ..., z, and z is a positive integer; set a number of monitoring points Jui in each subway status assessment section, where i=1, 2, ..., x, and x is a positive integer, and i represents the number of the monitoring point, and obtain the soil moisture content TSJui and soil viscosity value TNJui of the several monitoring points;

[0016] Step 2: Add the soil moisture content and soil viscosity values ​​of several monitoring points and take the average value to obtain the soil moisture content TSu and soil viscosity value TNu of the subway status assessment section;

[0017] Step 3: Obtain the real-time excavation depth of the subway status assessment section, compare the real-time excavation depth with the standard excavation depth, and obtain the excavation depth difference KWCu of the subway status assessment section;

[0018] Step 4: Obtain the soil thickness between the tunnel top and the ground in the subway condition assessment section, and mark the soil thickness as THu;

[0019] Step 5: Use the formula The geological state value DFu of the subway state assessment section is calculated; where a1, a2 and a3 are all proportional coefficients with fixed values, and the values ​​of a1, a2 and a3 are all greater than zero;

[0020] Step 6: If DFu<X1, the geological grade of the subway status assessment section is poor grade, and the corresponding geological coefficient is set;

[0021] If X1≤DFu<X2, the geological grade of the subway condition assessment section is ordinary grade, and the corresponding geological coefficient is set;

[0022] If X2≤DFu, the geological grade of the subway status assessment section is high-quality, and the corresponding geological coefficient is set; where X1 and X2 are both geological status thresholds, and X1<X2.

[0023] Furthermore, the geological coefficient of the subway state assessment section being of high quality grade is greater than the geological coefficient of the subway state assessment section being of ordinary grade, and the geological coefficient of the subway state assessment section being of ordinary grade is greater than the geological coefficient of the subway state assessment section being of poor quality grade;

[0024] The geological analysis module feeds back the geological grade of the subway status assessment section and the corresponding geological coefficient XS1u to the server.

[0025] Furthermore, the real-time monitoring process of the real-time monitoring module is as follows:

[0026] Step S1: Obtain the number of turns in the subway state assessment section and the curvature corresponding to each turn, add the curvature of each turn and obtain the curvature uniformity JWQu of the subway state assessment section;

[0027] Step S2: setting the monitoring duration of the subway status assessment section, obtaining the original elevation of the tunnel top in the subway status assessment section at the start time of the monitoring duration, and obtaining the current elevation of the tunnel top in the subway status assessment section at the end time of the monitoring duration;

[0028] Step S3: Calculate the difference between the original elevation and the current elevation and take the absolute value to obtain the cumulative settlement of the subway status assessment section during the monitoring period. After comparing the cumulative settlement with the monitoring period, obtain the settlement rate CSu of the subway status assessment section during the monitoring period.

[0029] Step S4: Count the number of cracks and the corresponding crack lengths in the subway condition assessment section at the start time point and the end time point of the monitoring duration, calculate the difference between the number of cracks at the start time point and the number of cracks at the end time point, and take the absolute value to obtain the difference LSCu of the number of cracks in the subway condition assessment section within the monitoring duration;

[0030] Step S5: Similarly, the crack length difference LCCu of the subway condition assessment section within the monitoring time is obtained; the crack increase value LZu of the subway condition assessment section within the monitoring time is calculated by the formula LZu=LSCu×b1+LCCu×b2; wherein b1 and b2 are weight coefficients of fixed values, and the values ​​of b1 and b2 are both greater than zero;

[0031] Step S6: Count the number of water seepages and the corresponding water seepage amount in the subway status assessment section within the monitoring time, and add up the water seepage amount each time to obtain the total water seepage amount SSu of the subway status assessment section within the monitoring time;

[0032] Step S7: Combine formula The monitoring state value JZu of the subway state assessment section is calculated; where e is a natural constant, c1, c2, c3 and c4 are proportional coefficients with fixed values, and the values ​​of c1, c2, c3 and c4 are all greater than zero;

[0033] Step S8: If JZu<Y1, the monitoring level of the subway status assessment section is a poor level, and a corresponding monitoring coefficient is set;

[0034] If Y1≤JZu<Y2, the monitoring level of the subway status assessment section is the ordinary level, and the corresponding monitoring coefficient is set;

[0035] If Y2≤JZu, the monitoring level of the subway status assessment section is a high-quality level, and the corresponding monitoring coefficient is set; among them, Y1 and Y2 are both monitoring status thresholds, and Y1<Y2.

[0036] Furthermore, the monitoring coefficient of the subway status assessment section with a high-quality grade is greater than the monitoring coefficient of the subway status assessment section with a normal grade, and the monitoring coefficient of the subway status assessment section with a normal grade is greater than the monitoring coefficient of the subway status assessment section with a low-quality grade.

[0037] Furthermore, the working process of the status assessment module is as follows:

[0038] Step SS1: Count the rainfall in the ground area of ​​the subway status assessment section during the monitoring period, and calculate the average rainfall in the monitoring period to obtain the average rainfall JYu in the ground area of ​​the subway status assessment section;

[0039] Step SS2: Obtain the number of vegetation ZBSu and the number of buildings JZSu in the ground area of ​​the subway status assessment section; record the vehicle flow in the ground area of ​​the subway status assessment section during the monitoring period, and calculate the average to obtain the average vehicle flow JCLu;

[0040] Step SS3: Obtain the geological coefficient XS1u and monitoring coefficient XS2u obtained from the above calculation and substitute them into the calculation formula Calculate and obtain the status assessment value ZPu of the subway status assessment section;

[0041] Step SS4: if the status evaluation value of the subway status evaluation section is in the first interval, a status safety signal is generated;

[0042] If the status evaluation value of the subway status evaluation section is in the second interval, a status re-evaluation signal is generated;

[0043] If the status assessment value of the subway status assessment section is in the third interval, a status danger signal is generated.

[0044] Compared with the prior art, the present invention has the following beneficial effects:

[0045] The present invention uses a geological analysis module to analyze geological data of a subway state assessment section, obtains the geological grade and corresponding geological coefficient of the subway state assessment section through the analysis, and then uses a real-time monitoring module to monitor the subway state assessment section in real time, the real-time monitoring module obtains the monitoring grade and corresponding monitoring coefficient of the subway state assessment section, the geological coefficient and monitoring coefficient of the subway state assessment section are sent to the state assessment module, and the state assessment module is used to perform state assessment on the structural safety of the subway state assessment section, and a state safety signal, a state reassessment signal or a state danger signal is generated in combination with the average rainfall, the number of vegetation, the number of buildings and the traffic flow in the ground area where the subway state assessment section is located, and different operations are performed on the subway state assessment section according to the signal. The present invention effectively combines the geological factors and real-time deformation factors of the tunnel, and realizes the comprehensiveness and accuracy of the safety state assessment of the subway shield tunnel structure. BRIEF DESCRIPTION OF THE DRAWINGS

[0046] In order to facilitate understanding by those skilled in the art, the present invention is further described below with reference to the accompanying drawings.

[0047] Figure 1 is the overall system block diagram of the present invention;

[0048] Figure 2 This is another system block diagram of the present invention. DETAILED DESCRIPTION

[0049] The technical solution of the present invention will be clearly and completely described below in conjunction with the embodiments. Obviously, the described embodiments are only part of the embodiments of the present invention, rather than all of the embodiments. Based on the embodiments of the present invention, all other embodiments obtained by ordinary technicians in this field without creative work are within the scope of protection of the present invention.

[0050] See also Figure 1 and Figure 2 As shown, the subway shield tunnel structure safety status assessment system includes a data acquisition module, a regional division module, a geological analysis module, a status assessment module, a real-time monitoring module, a user terminal and a server;

[0051] The server is connected to several user terminals, which are used by staff to register and log into the system after entering personal information, and send the personal information to the server, where the personal information includes the staff's name, real-name authenticated mobile phone number, etc.;

[0052] The area division module is used to divide the subway shield tunnel into several tunnel status assessment sections, and the area division module sends the several tunnel status assessment sections to the server;

[0053] The data acquisition module is used to collect geological data, environmental data and monitoring data of several sections of subway status assessment sections, and send the geological data, environmental data and monitoring data to the server, the server sends the geological data to the geological analysis module, the server sends the monitoring data to the real-time monitoring module, and the server sends the environmental data to the status assessment module;

[0054] It should be specifically stated that the geological data include the soil moisture content, soil viscosity, excavation depth, thickness between the tunnel top and the ground, etc. of the subway status assessment section; the environmental data include the rainfall, number of vegetation, number of buildings, traffic volume, etc. of the ground area where the subway status assessment section is located; the monitoring data include the elevation of the tunnel top, number of cracks and corresponding crack length, surface displacement, number of water seepage and corresponding water seepage, number of turns and corresponding curvature, etc. of the subway status assessment section;

[0055] In specific implementation, the data acquisition module is specifically a monitoring device set in a subway shield tunnel, and the monitoring device includes one or more of a high-definition camera, a level, a flow meter, a resistive displacement sensor, a differential transformer sensor, and a total station, but is not limited thereto;

[0056] The geological analysis module is used to analyze the geological data of the subway status assessment section. The analysis process is as follows:

[0057] Step 1: Mark the subway status assessment section as u, where u=1, 2, ..., z, and z is a positive integer; set a number of monitoring points Jui in each subway status assessment section, where i=1, 2, ..., x, and x is a positive integer, and i represents the number of the monitoring point, and obtain the soil moisture content TSJui and soil viscosity value TNJui of the several monitoring points;

[0058] Step 2: Add the soil moisture content and soil viscosity values ​​of several monitoring points and take the average value to obtain the soil moisture content TSu and soil viscosity value TNu of the subway status assessment section;

[0059] Step 3: Obtain the real-time excavation depth of the subway status assessment section, compare the real-time excavation depth with the standard excavation depth, and obtain the excavation depth difference KWCu of the subway status assessment section;

[0060] Step 4: Obtain the soil thickness between the tunnel top and the ground in the subway condition assessment section, and mark the soil thickness as THu;

[0061] Step 5: Use the formula The geological state value DFu of the subway state assessment section is calculated; where a1, a2 and a3 are all proportional coefficients with fixed values, and the values ​​of a1, a2 and a3 are all greater than zero;

[0062] Step 6: If DFu<X1, the geological grade of the subway status assessment section is poor grade, and the corresponding geological coefficient is set;

[0063] If X1≤DFu<X2, the geological grade of the subway condition assessment section is ordinary grade, and the corresponding geological coefficient is set;

[0064] If X2≤DFu, the geological grade of the subway status assessment section is high-quality, and the corresponding geological coefficient is set; where X1 and X2 are both geological status thresholds, and X1<X2;

[0065] It can be understood that the geological coefficient of the subway state assessment section with a high-quality grade is greater than the geological coefficient of the subway state assessment section with a normal grade, and the geological coefficient of the subway state assessment section with a normal grade is greater than the geological coefficient of the subway state assessment section with a low-quality grade. In the subsequent calculation process, XS1u can be used to uniformly represent the geological coefficient;

[0066] At the same time, in specific implementation, the geological coefficient of the high-quality grade can be 5.21, the geological coefficient of the ordinary grade can be 2.09, and the geological coefficient of the inferior grade can be 0.98;

[0067] The geological analysis module feeds back the geological grade of the subway status assessment section and the corresponding geological coefficient XS1u to the server;

[0068] The real-time monitoring module is used to monitor the subway status assessment section in real time. The real-time monitoring process is as follows:

[0069] Step S1: Obtain the number of turns in the subway state assessment section and the curvature corresponding to each turn, add the curvature of each turn and obtain the curvature uniformity JWQu of the subway state assessment section;

[0070] Step S2: setting the monitoring duration of the subway status assessment section, obtaining the original elevation of the tunnel top in the subway status assessment section at the start time of the monitoring duration, and obtaining the current elevation of the tunnel top in the subway status assessment section at the end time of the monitoring duration;

[0071] Step S3: Calculate the difference between the original elevation and the current elevation and take the absolute value to obtain the cumulative settlement of the subway status assessment section during the monitoring period. After comparing the cumulative settlement with the monitoring period, obtain the settlement rate CSu of the subway status assessment section during the monitoring period.

[0072] Step S4: Count the number of cracks and the corresponding crack lengths in the subway condition assessment section at the start time point and the end time point of the monitoring duration, calculate the difference between the number of cracks at the start time point and the number of cracks at the end time point, and take the absolute value to obtain the difference LSCu of the number of cracks in the subway condition assessment section within the monitoring duration;

[0073] Step S5: Similarly, the crack length difference LCCu of the subway condition assessment section within the monitoring time is obtained; the crack increase value LZu of the subway condition assessment section within the monitoring time is calculated by the formula LZu=LSCu×b1+LCCu×b2; wherein b1 and b2 are weight coefficients of fixed values, and the values ​​of b1 and b2 are both greater than zero;

[0074] Step S6: Count the number of water seepages and the corresponding water seepage amount in the subway status assessment section within the monitoring time, and add up the water seepage amount each time to obtain the total water seepage amount SSu of the subway status assessment section within the monitoring time;

[0075] Step S7: Combine formula The monitoring state value JZu of the subway state assessment section is calculated; where e is a natural constant, c1, c2, c3 and c4 are proportional coefficients with fixed values, and the values ​​of c1, c2, c3 and c4 are all greater than zero;

[0076] Step S8: If JZu<Y1, the monitoring level of the subway status assessment section is a poor level, and a corresponding monitoring coefficient is set;

[0077] If Y1≤JZu<Y2, the monitoring level of the subway status assessment section is the ordinary level, and the corresponding monitoring coefficient is set;

[0078] If Y2≤JZu, the monitoring level of the subway status assessment section is high-quality, and the corresponding monitoring coefficient is set; where Y1 and Y2 are both monitoring status thresholds, and Y1<Y2;

[0079] It can be understood that the monitoring coefficient of the subway state assessment section with a high-quality grade is greater than the monitoring coefficient of the subway state assessment section with a normal grade, and the monitoring coefficient of the subway state assessment section with a normal grade is greater than the monitoring coefficient of the subway state assessment section with a poor grade. In the subsequent calculation process, XS2u can be used to uniformly represent the monitoring coefficient;

[0080] The real-time monitoring module feeds back the monitoring level of the iron state assessment section and the corresponding monitoring coefficient XS2u to the server, and the server sends the geological level and corresponding geological coefficient, monitoring level and corresponding monitoring coefficient of the subway state assessment section to the state assessment module;

[0081] The condition assessment module is used to assess the structural safety of the subway condition assessment section. The working process is as follows:

[0082] Step SS1: Count the rainfall in the ground area of ​​the subway status assessment section during the monitoring period, and calculate the average rainfall in the monitoring period to obtain the average rainfall JYu in the ground area of ​​the subway status assessment section;

[0083] Step SS2: Obtain the number of vegetation ZBSu and the number of buildings JZSu in the ground area of ​​the subway status assessment section; record the vehicle flow in the ground area of ​​the subway status assessment section during the monitoring period, and calculate the average to obtain the average vehicle flow JCLu;

[0084] Step SS3: Obtain the geological coefficient XS1u and monitoring coefficient XS2u obtained from the above calculation and substitute them into the calculation formula Calculate and obtain the status assessment value ZPu of the subway status assessment section;

[0085] Step SS4: if the status evaluation value of the subway status evaluation section is in the first interval, a status safety signal is generated;

[0086] If the status evaluation value of the subway status evaluation section is in the second interval, a status re-evaluation signal is generated. In specific implementation, if the subway status evaluation section keeps generating a status re-evaluation signal, the geological grade and monitoring grade of the subway status evaluation section are checked. If any of them is of poor quality, the status re-evaluation signal is upgraded to a status danger signal, otherwise it is downgraded to a status safety signal.

[0087] If the status assessment value of the subway status assessment section is in the third interval, a status danger signal is generated;

[0088] In a specific implementation, the value of the first interval is greater than the value of the second interval, and the value of the second interval is greater than the value of the third interval. The first interval may be [100, 200], the second interval may be [20, 99], and the third interval may be [0, 19].

[0089] The status assessment module feeds back the status safety signal, status review signal or status danger signal to the server. If the server receives the status safety signal, no operation is performed. If the server receives the status review signal, the structural safety of the subway status assessment section is reassessed. If the server receives the status danger signal, a danger instruction is generated and loaded into the user terminal. After receiving the danger instruction, the staff at the user terminal maintains the subway status assessment section in an unsafe state and evacuates other staff in the subway status assessment section in an unsafe state.

[0090] The system also includes an intelligent adjustment module. The data acquisition module is also used to record the evaluation times of the subway status evaluation section and send the evaluation times to the server. The server sends the evaluation times of the subway status evaluation section to the intelligent adjustment module. The intelligent adjustment module is used to intelligently adjust the evaluation status of the subway status evaluation section. The intelligent adjustment process is as follows:

[0091] Step P1: Obtain the evaluation times of the subway status evaluation segment and mark the evaluation times as PCu;

[0092] Step P2: Obtain the number of times the state danger signal is directly generated in the evaluation times, count the number of times the state danger signal is directly generated and record it as CS1u;

[0093] Similarly, obtain the number of times the status re-evaluation signal is upgraded to the status danger signal in the evaluation times, count the number of times the status re-evaluation signal is upgraded to the status danger signal and record it as CS2u;

[0094] Step P3: Calculate the proportion of state danger signals in the number of subway state assessment segment assessments, ZBu, by the formula ZBu=(CS1u+CS2u) / PCu;

[0095] Step P4: If ZBu≥M2, the corresponding subway state assessment section directly generates a state danger signal when performing the next state assessment, and the corresponding subway state assessment section is marked with a danger word;

[0096] If M2>ZBu≥M1, the corresponding subway status assessment section directly generates a status reassessment signal when conducting the next status assessment, and the corresponding subway status assessment section is marked with the word reassessment;

[0097] If M1>ZBu, the corresponding subway status assessment section directly generates a status safety signal when conducting the next status assessment, and the corresponding subway status assessment section is marked with a safety word; wherein M1 and M2 are both percentage thresholds, and M1<M2;

[0098] The intelligent adjustment module feeds back the subway status assessment segment with the marked words to the server, and the server generates corresponding signals according to the words.

[0099] The subway shield tunnel structure safety status assessment system, when working, the staff registers and logs into the system after entering personal information through the user terminal, and sends the personal information to the server, and divides the subway shield tunnel through the area division module, and obtains several tunnel status assessment sections and sends them to the server, and then collects geological data, environmental data and monitoring data of several subway status assessment sections through the data acquisition module, and sends the geological data, environmental data and monitoring data to the server, the server sends the geological data to the geological analysis module, the server sends the monitoring data to the real-time monitoring module, and the server sends the environmental data to the status assessment module;

[0100] The geological data of the subway status assessment section is analyzed through the geological analysis module, and the subway status assessment section is marked as u. Several monitoring points Jui are set in each subway status assessment section, and the soil moisture content TSJui and soil viscosity value TNJui of several monitoring points are obtained. The soil moisture content and soil viscosity values ​​of several monitoring points are added and averaged to obtain the soil moisture content TSu and soil viscosity value TNu of the subway status assessment section. Then the real-time excavation depth of the subway status assessment section is obtained, and the real-time excavation depth is compared with the standard excavation depth to obtain the excavation depth difference KWCu of the subway status assessment section. Finally, the soil thickness THu between the top of the tunnel and the ground in the subway status assessment section is obtained, and the formula is used. The geological state value DFu of the subway state assessment section is calculated. If DFu<X1, the geological grade of the subway state assessment section is a poor grade, and the corresponding geological coefficient is set. If X1≤DFu<X2, the geological grade of the subway state assessment section is a common grade, and the corresponding geological coefficient is set. If X2≤DFu, the geological grade of the subway state assessment section is a high-quality grade, and the corresponding geological coefficient is set. The geological analysis module feeds back the geological grade of the subway state assessment section and the corresponding geological coefficient XS1u to the server.

[0101] The subway status assessment section is monitored in real time through the real-time monitoring module to obtain the number of turns in the subway status assessment section and the curvature corresponding to each turn. The curvature of each turn is added together to obtain the curvature uniformity JWQu of the subway status assessment section. Then the monitoring time of the subway status assessment section is set, and the original elevation of the top of the tunnel in the subway status assessment section is obtained at the start time of the monitoring time, and the current elevation of the top of the tunnel in the subway status assessment section is obtained at the end time of the monitoring market. The difference between the original elevation and the current elevation is calculated and the absolute value is taken to obtain the cumulative settlement of the subway status assessment section within the monitoring time. After comparing the cumulative settlement with the monitoring time, the settlement rate CSu of the subway status assessment section within the monitoring time is obtained. At the start time point and the end time point of the measurement duration, the number of cracks and the corresponding crack lengths in the subway status assessment section are counted respectively. The difference between the number of cracks at the start time point and the number of cracks at the end time point is calculated and the absolute value is taken to obtain the difference in the number of cracks in the subway status assessment section within the monitoring duration LSCu. Similarly, the difference in the length of cracks in the subway status assessment section within the monitoring duration LCCu is obtained. The crack increase value LZu of the subway status assessment section within the monitoring duration is calculated by the formula LZu=LSCu×b1+LCCu×b2. At the same time, the number of water seepages and the corresponding water seepage amount of the subway status assessment section within the monitoring duration are counted. The total water seepage amount SSu of the subway status assessment section within the monitoring duration is obtained by adding up the water seepage amounts each time. Combined with the formula The monitoring state value JZu of the subway state assessment section is calculated. If JZu<Y1, the monitoring level of the subway state assessment section is a poor level, and the corresponding monitoring coefficient is set. If Y1≤JZu<Y2, the monitoring level of the subway state assessment section is an ordinary level, and the corresponding monitoring coefficient is set. If Y2≤JZu, the monitoring level of the subway state assessment section is a high-quality level, and the corresponding monitoring coefficient is set. The real-time monitoring module feeds back the monitoring level of the subway state assessment section and the corresponding monitoring coefficient XS2u to the server;

[0102] The server sends the geological grade and corresponding geological coefficient, monitoring grade and corresponding monitoring coefficient of the subway status assessment section to the status assessment module. The status assessment module conducts status assessment on the structural safety of the subway status assessment section, counts the rainfall in the ground area of ​​the subway status assessment section during the monitoring period, calculates the average rainfall in the ground area of ​​the subway status assessment section after calculating the average rainfall during the monitoring period, and then obtains the number of vegetation ZBSu and the number of buildings JZSu in the ground area of ​​the subway status assessment section; records the traffic volume in the ground area of ​​the subway status assessment section during the monitoring period, calculates the average traffic volume JCLu after calculating the average, and finally obtains the geological coefficient XS1u and monitoring coefficient XS2u calculated above, and substitutes them into the calculation formula The state assessment value ZPu of the subway state assessment section is calculated. If the state assessment value of the subway state assessment section is in the first interval, a state safety signal is generated. If the state assessment value of the subway state assessment section is in the second interval, a state reassessment signal is generated. If the state assessment value of the subway state assessment section is in the third interval, a state danger signal is generated. The state assessment module feeds back the state safety signal, the state reassessment signal or the state danger signal to the server. If the server receives the state safety signal, no operation is performed. If the server receives the state reassessment signal, the structural safety of the subway state assessment section is reassessed. If the server receives the state danger signal, a danger instruction is generated and loaded into the user terminal. After receiving the danger instruction, the staff at the user terminal maintains the subway state assessment section in an unsafe state and evacuates other staff in the subway state assessment section in an unsafe state.

[0103] The system also includes an intelligent adjustment module. The data acquisition module records the number of evaluations of the subway status evaluation section and sends the evaluation number to the server. The server sends the number of evaluations of the subway status evaluation section to the intelligent adjustment module. The evaluation state of the subway status evaluation section is intelligently adjusted by the intelligent adjustment module to obtain the number of evaluations PCu of the subway status evaluation section, and obtain the number of times the status danger signal is directly generated in the evaluation number. The number of times the status danger signal is directly generated is counted and recorded as CS1u. Similarly, the number of times the status re-evaluation signal is upgraded to the status danger signal in the evaluation number is obtained, and the number of times the status re-evaluation signal is upgraded to the status danger signal is counted and recorded as CS2u. The formula ZBu= (CS1u+CS2u) / P Cu calculates the proportion ZBu of state danger signals in the number of evaluation times of the subway state assessment segment. If ZBu≥M2, the corresponding subway state assessment segment directly generates a state danger signal when conducting the next state assessment, and adds a danger word to the corresponding subway state assessment segment. If M2>ZBu≥M1, the corresponding subway state assessment segment directly generates a state re-evaluation signal when conducting the next state assessment, and adds a re-evaluation word to the corresponding subway state assessment segment. If M1>ZBu, the corresponding subway state assessment segment directly generates a state safety signal when conducting the next state assessment, and adds a safety word to the corresponding subway state assessment segment. The intelligent adjustment module feeds back the subway state assessment segment with the marked words to the server, and the server generates the corresponding signal based on the words.

[0104] The above formulas are all dimensionless and numerical calculations. The formula is a formula for the most recent real situation obtained by collecting a large amount of data and performing software simulation. The preset parameters in the formula are set by technical personnel in this field according to actual conditions. The size of the proportional coefficient and the weight coefficient is to quantify each parameter to obtain a specific value, which is convenient for subsequent comparison. Regarding the size of the proportional coefficient and the weight coefficient, as long as it does not affect the proportional relationship between the parameter and the quantized value, it is fine.

[0105] The preferred embodiments of the present invention disclosed above are only used to help explain the present invention. The preferred embodiments do not describe all the details in detail, nor do they limit the invention to only specific implementation methods. Obviously, many modifications and changes can be made according to the content of this specification. This specification selects and specifically describes these embodiments in order to better explain the principles and practical applications of the present invention, so that those skilled in the art can understand and use the present invention well. The present invention is limited only by the claims and their full scope and equivalents.

Claims

1. The subway shield tunnel structure safety status assessment system is characterized by: It includes a data acquisition module, a region division module, a geological analysis module, a state evaluation module, a real-time monitoring module, a user terminal and a server, wherein the server is communicatively connected to a plurality of user terminals; the region division module is used to divide the subway shield tunnel into a plurality of tunnel state evaluation sections, and the region division module sends the plurality of tunnel state evaluation sections to the server; the data acquisition module is used to collect geological data, environmental data and monitoring data of the plurality of subway state evaluation sections, and send the geological data, environmental data and monitoring data to the server, wherein the geological data are the soil moisture content, soil viscosity value, excavation depth and thickness of the tunnel top and the ground of the subway state evaluation section, the environmental data are the rainfall, number of vegetation, number of buildings and vehicle flow in the area where the ground of the subway state evaluation section is located, the monitoring data are the elevation of the tunnel top, the number of cracks and the corresponding crack length, the surface displacement, the number of water seepage and the corresponding water seepage, the number of turns and the corresponding curvature of the subway state evaluation section, the server sends the geological data to the geological analysis module, the server sends the monitoring data to the real-time monitoring module, and the server sends the environmental data to the state evaluation module; The geological analysis module is used to analyze the geological data of the subway status assessment section, and obtain the geological grade and corresponding geological coefficient XS1u of the subway status assessment section through analysis and feed back to the server; the real-time monitoring module is used to monitor the subway status assessment section in real time, and obtain the monitoring grade and corresponding monitoring coefficient XS2u of the subway status assessment section through real-time monitoring and feed back to the server. The server sends the geological grade and corresponding geological coefficient, monitoring grade and corresponding monitoring coefficient of the subway status assessment section to the status assessment module. The status assessment module is used to perform status assessment on the structural safety of the subway status assessment section, and generates a status safety signal, a status review signal or a status danger signal and feeds it back to the server. If the server receives a status safety signal, no operation is performed. If the server receives a status review signal, the structural safety of the subway status assessment section is re-evaluated. If the server receives a status danger signal, a danger instruction is generated and loaded into the user terminal. After receiving the danger instruction, the staff at the user terminal maintains the subway status assessment section in an unsafe state, and evacuates other staff in the subway status assessment section in an unsafe state. The analysis process of the geological analysis module is as follows: Step 1: Mark the subway status assessment section as u, where u=1, 2, ..., z, and z is a positive integer; set a number of monitoring points Jui in each subway status assessment section, where i=1, 2, ..., x, and x is a positive integer, and i represents the number of the monitoring point, and obtain the soil moisture content TSJui and soil viscosity value TNJui of the several monitoring points; Step 2: Add the soil moisture content and soil viscosity values ​​of several monitoring points and take the average value to obtain the soil moisture content TSu and soil viscosity value TNu of the subway status assessment section; Step 3: Obtain the real-time excavation depth of the subway status assessment section, compare the real-time excavation depth with the standard excavation depth, and obtain the excavation depth difference KWCu of the subway status assessment section; Step 4: Obtain the soil thickness between the tunnel top and the ground in the subway condition assessment section, and mark the soil thickness as THu; Step 5: Use the formula The geological state value DFu of the subway state assessment section is calculated; where a1, a2 and a3 are proportional coefficients with fixed values, and the values ​​of a1, a2 and a3 are all greater than zero; Step 6: If DFu<X1, the geological grade of the subway status assessment section is poor grade, and the corresponding geological coefficient is set; If X1≤DFu<X2, the geological grade of the subway condition assessment section is ordinary grade, and the corresponding geological coefficient is set; If X2≤DFu, the geological grade of the subway status assessment section is high-quality, and the corresponding geological coefficient is set; where X1 and X2 are both geological status thresholds, and X1<X2.

2. The subway shield tunnel structure safety status assessment system according to claim 1 is characterized in that: The user terminal is used for the staff to register and log into the system after entering personal information, and send the personal information to the server. The personal information includes the staff's name and real-name authenticated mobile phone number.

3. The subway shield tunnel structure safety status assessment system according to claim 1 is characterized in that: The geological coefficient of the subway condition assessment section with a high-quality grade is greater than the geological coefficient of the subway condition assessment section with a normal grade, and the geological coefficient of the subway condition assessment section with a normal grade is greater than the geological coefficient of the subway condition assessment section with a low-quality grade; The geological analysis module feeds back the geological grade of the subway status assessment section and the corresponding geological coefficient XS1u to the server.

4. The subway shield tunnel structure safety status assessment system according to claim 1, characterized in that: The real-time monitoring process of the real-time monitoring module is as follows: Step S1: Obtain the number of turns in the subway state assessment section and the curvature corresponding to each turn, add the curvature of each turn and divide it by the number of turns to obtain the curvature uniformity JWQu of the subway state assessment section; Step S2: setting the monitoring duration of the subway status assessment section, obtaining the original elevation of the tunnel top in the subway status assessment section at the start time of the monitoring duration, and obtaining the current elevation of the tunnel top in the subway status assessment section at the end time of the monitoring duration; Step S3: Calculate the difference between the original elevation and the current elevation and take the absolute value to obtain the cumulative settlement of the subway status assessment section during the monitoring period. After comparing the cumulative settlement with the monitoring period, obtain the settlement rate CSu of the subway status assessment section during the monitoring period. Step S4: Count the number of cracks and the corresponding crack lengths in the subway condition assessment section at the start time point and the end time point of the monitoring duration, calculate the difference between the number of cracks at the start time point and the number of cracks at the end time point, and take the absolute value to obtain the difference LSCu of the number of cracks in the subway condition assessment section within the monitoring duration; Step S5: Similarly, the crack length difference LCCu of the subway condition assessment section within the monitoring time is obtained; the crack increase value LZu of the subway condition assessment section within the monitoring time is calculated by the formula LZu=LSCu×b1+LCCu×b2; wherein b1 and b2 are weight coefficients of fixed values, and the values ​​of b1 and b2 are both greater than zero; Step S6: Count the number of water seepages and the corresponding water seepage amount in the subway status assessment section within the monitoring time, and add up the water seepage amount each time to obtain the total water seepage amount SSu of the subway status assessment section within the monitoring time; Step S7: Combine formula The monitoring state value JZu of the subway state assessment section is calculated; where e is a natural constant, c1, c2, c3 and c4 are proportional coefficients with fixed values, and the values ​​of c1, c2, c3 and c4 are all greater than zero; Step S8: If JZu<Y1, the monitoring level of the subway status assessment section is a poor level, and a corresponding monitoring coefficient is set; If Y1≤JZu<Y2, the monitoring level of the subway status assessment section is the ordinary level, and the corresponding monitoring coefficient is set; If Y2≤JZu, the monitoring level of the subway status assessment section is a high-quality level, and the corresponding monitoring coefficient is set; among them, Y1 and Y2 are both monitoring status thresholds, and Y1<Y2.

5. The subway shield tunnel structure safety status assessment system according to claim 4 is characterized in that: The monitoring coefficient of a subway condition assessment section with a high-quality grade is greater than the monitoring coefficient of a subway condition assessment section with an ordinary grade, and the monitoring coefficient of a subway condition assessment section with an ordinary grade is greater than the monitoring coefficient of a subway condition assessment section with a poor-quality grade.

6. The subway shield tunnel structure safety status assessment system according to claim 4 is characterized in that: The working process of the status assessment module is as follows: Step SS1: Count the rainfall in the ground area of ​​the subway status assessment section during the monitoring period, and calculate the average rainfall in the monitoring period to obtain the average rainfall JYu in the ground area of ​​the subway status assessment section; Step SS2: Obtain the number of vegetation ZBSu and the number of buildings JZSu in the ground area of ​​the subway status assessment section; record the vehicle flow in the ground area of ​​the subway status assessment section during the monitoring period, and calculate the average to obtain the average vehicle flow JCLu; Step SS3: Obtain the geological coefficient XS1u and monitoring coefficient XS2u obtained from the above calculation and substitute them into the calculation formula Calculate and obtain the status assessment value ZPu of the subway status assessment section; Step SS4: if the status evaluation value of the subway status evaluation section is in the first interval, a status safety signal is generated; If the status evaluation value of the subway status evaluation section is in the second interval, a status re-evaluation signal is generated; If the status assessment value of the subway status assessment section is in the third interval, a status danger signal is generated.

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