Construction methods for shield tunnels passing under high-speed railway tunnels

Abstract

This invention relates to the field of tunnel construction technology, specifically to a construction method for a shield tunnel passing under a high-speed railway tunnel. The method includes: calculating the theoretical correlation function between construction parameters, the deformation of the high-speed railway tunnel and track, i.e., a theoretical correlation function Y = F0(X) with shield construction parameters as the independent variable X and the deformation of the high-speed railway tunnel or track as the dependent variable Y; obtaining a corrected correlation function Y = F′1(X) related to the shield machine construction parameters during the shield machine's passage under the high-speed railway tunnel; obtaining a corrected correlation function Y = F″1(X) related to the grouting pressure behind the shield segments during the grouting process; and obtaining a corrected correlation function Y = F″′1(X) related to the grouting pressure of the steel pipe during the steel pipe grouting process. The shield machine construction parameters and grouting pressure are dynamically adjusted based on the corrected correlation functions to reduce the risk of close-proximity construction and ensure the safety of the shield tunnel passing under the high-speed railway tunnel.

Description

Technical Field

[0001] This invention relates to the field of tunnel construction technology, and more specifically, to a construction method for a shield tunnel passing under a high-speed railway tunnel. Background Technology

[0002] With the rapid development of urban agglomerations and metropolitan areas in my country, a transportation network mainly composed of urban rail transit, suburban rail transit, and intercity railways is being continuously built and improved. The dense construction of rail transit inevitably presents significant risks associated with new tunnel projects located close to existing roads, bridges, tunnels, buildings, and other structures. Due to its advantages such as minimal disturbance to the surrounding environment, high degree of mechanization, and strong controllability, the shield tunneling method is currently widely used in urban rail transit construction.

[0003] Current domestic research on shield tunnels near existing buildings mostly focuses on highways, historical buildings, rivers, and bridge pile foundations. However, there is relatively little research on existing high-speed railway tunnels with high safety requirements and more stringent displacement control. In particular, there are very few research results and inventions on how to control displacement in a timely and dynamic manner.

[0004] Therefore, in view of this situation, there is an urgent need to design and invent a construction method for shield tunnels to pass under high-speed railway tunnels in order to meet strict control requirements. Summary of the Invention

[0005] The objectives of this invention include, for example, providing a construction method for a shield tunnel passing under a high-speed railway tunnel, which ensures timely and dynamic adjustment of construction parameters during the process, thereby achieving refined construction, reducing the risks of close-proximity construction, and guaranteeing the construction safety of the shield tunnel passing under the high-speed railway tunnel. Embodiments of this invention can be implemented as follows:

[0006] This invention provides a construction method for a shield tunnel passing under a high-speed railway tunnel, comprising:

[0007] Based on the geological data of the area where the shield tunnel passes under the high-speed railway tunnel, the geometric dimensions and relative positional relationship between the shield tunnel and the high-speed railway tunnel, the theoretical correlation function between the construction parameters and the deformation of the high-speed railway tunnel and the high-speed railway track is calculated. That is, the theoretical correlation function Y=F0(X) with the shield tunneling construction parameters as the independent variable X and the deformation of the high-speed railway tunnel or the high-speed railway track as the dependent variable Y.

[0008] Before the shield tunnel construction, monitoring and measuring instruments are installed in the shield tunnel and the high-speed railway tunnel to obtain data on shield tunneling construction parameters and deformation of the high-speed railway tunnel and track.

[0009] During the construction of the tunnel boring machine (TBM) under the high-speed railway tunnel, the theoretical correlation function is corrected in real time based on the monitored TBM construction parameters and deformation data of the high-speed railway tunnel and track. This results in the corrected correlation function Y = F for the TBM construction parameters and the deformation of the high-speed railway tunnel and track. ′ 1(X); Based on the modified correlation function, the construction parameters of the tunnel boring machine are dynamically adjusted to ensure the construction safety of the tunnel boring machine passing under the high-speed railway tunnel;

[0010] During the grouting process behind the tunnel lining segments, based on the monitored data of grouting pressure, high-speed railway tunnel deformation, and high-speed railway track deformation, the theoretical correlation function is corrected to obtain the corrected correlation function Y = F for grouting pressure, high-speed railway tunnel deformation, and high-speed railway track deformation. ′ 1 ′ (X); Based on the modified correlation function, the grouting pressure behind the shield tunnel segments is dynamically adjusted to ensure the construction safety of the shield tunnel passing under the high-speed railway tunnel.

[0011] During the grouting process of the steel pipe, based on the monitored grouting pressure, high-speed railway tunnel, and high-speed railway track deformation data, the theoretical correlation function is corrected to obtain the corrected correlation function Y = F for the grouting pressure, high-speed railway tunnel, and high-speed railway track deformation. ′ 1″(X); Based on the modified correlation function, the grouting pressure of the steel pipe is dynamically adjusted to ensure the construction safety of the shield tunnel passing under the high-speed railway tunnel.

[0012] In an optional implementation, the shield tunneling construction parameters include the shield machine's soil chamber pressure and tunneling speed, the grouting pressure behind the segments, and the grouting pressure of the steel perforated pipe.

[0013] In an optional implementation, the deformation of the high-speed rail track includes the height deviation of the high-speed rail track and the horizontal displacement of the high-speed rail track. The deformation of the high-speed rail tunnel includes the overall settlement of the high-speed rail tunnel, the bottom heave of the high-speed rail tunnel, and the related stratum displacement.

[0014] In an optional implementation, the step of deploying monitoring and measuring instruments inside shield tunnels and high-speed railway tunnels includes:

[0015] Instruments are installed inside the shield tunnel to monitor the soil pressure in the shield machine's chamber and the shield machine's tunneling speed;

[0016] Install monitoring instruments on the grouting pressure valve to monitor the grouting pressure behind the tunnel segments and the grouting pressure of the steel pipe.

[0017] Multiple monitoring points were set up in the area where the high-speed railway tunnel and the shield tunnel intersected to monitor the height deviation of the existing high-speed railway track, the horizontal displacement of the high-speed railway track, the overall settlement of the high-speed railway tunnel, the bottom heave of the high-speed railway tunnel, and the stratum displacement.

[0018] In an optional implementation, based on the calculated shield tunneling construction parameters and theoretical correlation functions, the construction parameter region of the shield tunnel is determined as (X0, X1), and the theoretical correlation function and preliminary construction parameter region are used as basic data; and 25% of the control standard value of high-speed railway tunnel and high-speed railway track deformation is set as no warning state, 50% as yellow warning state, and 75% as red warning state.

[0019] In an optional implementation, during the construction of the tunnel boring machine passing under the high-speed railway tunnel, the deformation of the monitored high-speed railway tunnel and high-speed railway track is judged in real time according to the modified correlation function Y=F′1(X);

[0020] If the deformation of the high-speed railway tunnel and track is in a state of no warning, the tunnel boring machine construction parameters do not need to be adjusted;

[0021] If the deformation of the high-speed railway tunnel and the high-speed railway track is in a yellow warning state, the tunnel boring machine construction parameters are adjusted to (X′0,X′1) according to the correction correlation function Y=F′1(X), and the adjusted tunnel boring machine construction parameters are transmitted to the tunnel boring machine operating system. Then, the process is repeated continuously according to the monitoring and measurement results until the deformation of the high-speed railway tunnel and the high-speed railway track is in a state without warning.

[0022] If the deformation of the high-speed railway tunnel and track is in a red alert state, a warning signal will be issued to notify and cause the shield tunneling operating system to stop construction immediately.

[0023] In an optional implementation, during the grouting process behind the shield tunnel segments, the deformation of the monitored high-speed railway tunnel and high-speed railway track is determined in real time according to the modified correlation function Y = F″1(X);

[0024] If the deformation of the high-speed railway tunnel and track is in a state of no warning, the grouting pressure behind it does not need to be adjusted.

[0025] If the deformation of the high-speed railway tunnel and the high-speed railway track is in a yellow warning state, the grouting pressure behind it will be adjusted to (X″0,X″1) according to the modified correlation function Y=F″1(X), and the modified grouting pressure will be transmitted to the grouting system. Then, the process will be repeated continuously according to the monitoring and measurement results until the deformation of the high-speed railway tunnel and the high-speed railway track is in a state without warning.

[0026] If the deformation of the high-speed railway tunnel and track is in a red alert state, a warning signal will be issued to notify and cause the shield tunneling operating system to stop construction immediately.

[0027] In an optional implementation, if the deformation of the high-speed railway tunnel and the high-speed railway track is in a red warning state, steel pipes are driven into the three-hole encrypted grouting holes of the segment and grouting is performed.

[0028] In an optional implementation, during the grouting process of the steel pipe, the deformation of the monitored high-speed railway tunnel and high-speed railway track is judged in real time according to the modified correlation function Y = F″′1(X);

[0029] If the deformation of the high-speed railway tunnel and track is in a state of no warning, the grouting pressure of the steel pipe does not need to be adjusted;

[0030] If the deformation of the high-speed railway tunnel and the high-speed railway track is in a yellow warning state, the grouting pressure of the steel pipe is adjusted to (X″′0,X″′1) according to the modified correlation function Y=F″′1(X), and the modified grouting pressure is transmitted to the grouting system. Then, the process is repeated continuously according to the monitoring and measurement results until the deformation of the high-speed railway tunnel and the high-speed railway track is in a state without warning.

[0031] If the deformation of the high-speed railway tunnel and track is in a red alert state, a warning signal will be issued to notify and cause the shield tunneling operating system to stop construction immediately.

[0032] In an optional implementation, if the deformation of the high-speed railway tunnel and the high-speed railway track is in a red warning state, the track will be manually adjusted.

[0033] The beneficial effects of the embodiments of the present invention include:

[0034] The construction method of the shield tunnel passing under the high-speed railway tunnel includes: based on the geological data of the area where the shield tunnel and the high-speed railway tunnel are located, the geometric dimensions and relative positional relationship between the shield tunnel and the high-speed railway tunnel, the theoretical correlation function between the construction parameters and the deformation of the high-speed railway tunnel and the high-speed railway track is calculated, that is, the theoretical correlation function Y=F0(X) with the shield tunnel construction parameters as the independent variable X and the deformation of the high-speed railway tunnel or the high-speed railway track as the dependent variable Y;

[0035] Before the shield tunnel construction, monitoring and measuring instruments are installed in the shield tunnel and the high-speed railway tunnel to obtain data on shield tunneling construction parameters and deformation of the high-speed railway tunnel and track.

[0036] During the construction of the tunnel boring machine (TBM) passing under the high-speed railway tunnel, the theoretical correlation function is corrected in real time based on the TBM construction parameters, high-speed railway tunnel and high-speed railway track deformation data obtained from monitoring. The corrected correlation function Y=F′1(X) for the TBM construction parameters, high-speed railway tunnel and high-speed railway track deformation is obtained. Based on the corrected correlation function, the TBM construction parameters are dynamically adjusted to ensure the construction safety of the TBM passing under the high-speed railway tunnel.

[0037] During the grouting process behind the shield tunnel segments, the theoretical correlation function is corrected based on the monitoring data of the grouting pressure behind the shield tunnel, the deformation of the high-speed railway tunnel and the high-speed railway track. The corrected correlation function Y=F″1(X) for the grouting pressure behind the shield tunnel and the deformation of the high-speed railway tunnel and the high-speed railway track is obtained. Based on the corrected correlation function, the grouting pressure behind the shield tunnel segments is dynamically adjusted to ensure the construction safety of the shield tunnel passing under the high-speed railway tunnel.

[0038] During the grouting process of the steel pipe, the theoretical correlation function is corrected based on the grouting pressure of the steel pipe, the deformation data of the high-speed railway tunnel and the high-speed railway track obtained by monitoring. The corrected correlation function Y=F″′1(X) for the grouting pressure of the steel pipe, the deformation of the high-speed railway tunnel and the high-speed railway track is obtained. Based on the corrected correlation function, the grouting pressure of the steel pipe is dynamically adjusted to ensure the construction safety of the shield tunnel passing under the high-speed railway tunnel.

[0039] Therefore, by adopting this method, the theoretical correlation function can be corrected in real time by acquiring construction data during the construction of shield tunnels and tunnels passing under high-speed railways. This allows for the acquisition of corrected correlation functions at different construction stages, enabling timely and dynamic adjustment of construction parameters based on the corrected correlation functions. This achieves refined construction, reduces the risk of close-proximity construction, and ensures the construction safety of shield tunnels passing under high-speed railway tunnels. Attached Figure Description

[0040] To more clearly illustrate the technical solutions of the embodiments of the present invention, the accompanying drawings used in the embodiments will be briefly described below. It should be understood that the following drawings only show some embodiments of the present invention and should not be regarded as a limitation of the region. For those skilled in the art, other related drawings can be obtained based on these drawings without creative effort.

[0041] Figure 1 This is a schematic diagram illustrating the steps of a shield tunnel construction method for passing under a high-speed railway tunnel in an embodiment of the present invention;

[0042] Figure 2 This is a construction schematic diagram of the construction method of shield tunnel passing under high-speed railway tunnel in an embodiment of the present invention;

[0043] Figure 3 This is the theoretical correlation function curve between construction parameters, high-speed railway tunnel and high-speed railway track deformation in the embodiments of the present invention;

[0044] Figure 4 The theoretical and modified correlation function curves between the tunnel boring machine construction parameters, the deformation of the high-speed railway tunnel and the high-speed railway track in this embodiment of the invention are shown.

[0045] Figure 5The theoretical and corrected correlation function curves between the back grouting pressure, the deformation of the high-speed railway tunnel and the high-speed railway track in the embodiments of the present invention are shown.

[0046] Figure 6 These are the theoretical and modified correlation function curves between the grouting pressure of the steel pipe, the deformation of the high-speed railway tunnel and the high-speed railway track in this embodiment of the invention.

[0047] Figure 7 This is a schematic diagram of the cross-section of the steel perforated pipe in an embodiment of the present invention;

[0048] Figure 8 This is a schematic diagram of the structure of the tube segment in an embodiment of the present invention.

[0049] Icons: 11-Shield tunnel; 12-Underpass high-speed railway tunnel; 13-Shield machine; 14-Grouting device behind the tunnel; 15-Steel pipe grouting device; 20-Digital system; 16-Steel pipe; 17-Segment; 18-Grouting hole. Detailed Implementation

[0050] To make the objectives, technical solutions, and advantages of the embodiments of the present invention clearer, the technical solutions of the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of the present invention, and not all embodiments. The components of the embodiments of the present invention described and shown in the accompanying drawings can generally be arranged and designed in various different configurations.

[0051] Therefore, the following detailed description of the embodiments of the invention provided in the accompanying drawings is not intended to limit the scope of the claimed invention, but merely to illustrate selected embodiments of the invention. All other embodiments obtained by those skilled in the art based on the embodiments of the invention without inventive effort are within the scope of protection of the invention.

[0052] It should be noted that similar labels and letters in the following figures indicate similar items. Therefore, once an item is defined in one figure, it does not need to be further defined and explained in subsequent figures.

[0053] In the description of this invention, it should be noted that if terms such as "upper," "lower," "inner," or "outer" are used to indicate the orientation or positional relationship based on the orientation or positional relationship shown in the accompanying drawings, or the orientation or positional relationship in which the product of this invention is usually placed, they are only for the convenience of describing this invention and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation, and therefore should not be construed as a limitation of this invention.

[0054] Furthermore, the terms "first" and "second" are used only to distinguish descriptions and should not be interpreted as indicating or implying relative importance.

[0055] It should be noted that, where there is no conflict, the features in the embodiments of the present invention can be combined with each other.

[0056] Please refer to Figures 1-8 This embodiment provides a construction method for a shield tunnel passing under a high-speed railway tunnel, including:

[0057] S1: Based on the geological data of the area where the shield tunnel passes under the high-speed railway tunnel, and the geometric dimensions and relative positional relationship between shield tunnel 11 and the high-speed railway tunnel, the theoretical correlation function between construction parameters, deformation of the high-speed railway tunnel and the high-speed railway track is calculated. That is, the theoretical correlation function Y = F0(X) is calculated with shield tunneling construction parameters as independent variable X and deformation of the high-speed railway tunnel or high-speed railway track as dependent variable Y. (e.g., Figure 3 (as shown);

[0058] S2: Before the construction of the shield tunnel 11 under the tunnel, monitoring and measuring instruments will be set up in the shield tunnel 11 and the high-speed railway tunnel to obtain data on shield tunneling construction parameters and deformation of the high-speed railway tunnel and the high-speed railway track.

[0059] S3: During the construction of the tunnel boring machine 13 under the high-speed railway tunnel 12, based on the monitored tunnel boring machine construction parameters, high-speed railway tunnel and high-speed railway track deformation data, the theoretical correlation function is corrected in real time to obtain the corrected correlation function Y=F′1(X) for the tunnel boring machine construction parameters, high-speed railway tunnel and high-speed railway track deformation (e.g., ...). Figure 4 (As shown); Based on the modified correlation function, the construction parameters of the shield machine 13 are dynamically adjusted to ensure the construction safety of the shield tunnel passing under the high-speed railway tunnel;

[0060] S4: During the grouting process behind shield segment 17, based on the monitored data of grouting pressure, high-speed railway tunnel, and high-speed railway track deformation, the theoretical correlation function is corrected to obtain the corrected correlation function Y = F″1(X) for grouting pressure, high-speed railway tunnel, and high-speed railway track deformation. Figure 5 (as shown); It should be noted that during the grouting process behind the shield segment 17, the grouting work is carried out by the back grouting device 14; according to the modified correlation function, the grouting pressure behind the shield segment 17 is dynamically adjusted to ensure the construction safety of the shield tunnel passing under the high-speed railway tunnel.

[0061] S5: During the grouting process of steel pipe 16, based on the monitored grouting pressure of steel pipe 16, deformation data of the high-speed railway tunnel and the high-speed railway track, the theoretical correlation function is corrected to obtain the corrected correlation function Y=F″′1(X) for the grouting pressure of steel pipe 16, deformation of the high-speed railway tunnel and the high-speed railway track (e.g., ...). Figure 6(As shown); It should be noted that during the grouting process of the steel pipe 16, the grouting work is carried out by the steel pipe grouting device 15; according to the modified correlation function, the grouting pressure of the steel pipe 16 is dynamically adjusted to ensure the construction safety of the shield tunnel passing under the high-speed railway tunnel.

[0062] It should be noted that, based on the geological data of the areas where the shield tunnel 11 and the high-speed railway tunnel 12 are located, and the geometric dimensions and relative positions of the shield tunnel 11 and the high-speed railway tunnel, the theoretical correlation function between the construction parameters and the deformation of the high-speed railway tunnel and the high-speed railway track is calculated. The data used is the geological data of the areas where the shield tunnel 11 and the high-speed railway tunnel 12 are located, and the geometric dimensions and relative positions of the shield tunnel 11 and the high-speed railway tunnel. A three-dimensional numerical simulation model is established in the digital system 20 to calculate the theoretical correlation function between the three main construction parameters of the shield tunnel 11 and the deformation of the high-speed railway tunnel and the high-speed railway track. That is, the theoretical correlation function Y = F0(X) is given by taking the shield tunneling parameters as the independent variable X and the deformation of the high-speed railway tunnel or the high-speed railway track as the dependent variable Y. The process of correcting the theoretical correlation function during the construction of the shield machine 13 under the high-speed railway tunnel 12, the grouting process behind the shield segment 17, and the grouting process of the steel pipe 16, and obtaining the corrected correlation function, can all be completed in the aforementioned digital system 20.

[0063] Please refer to Figures 1-8 The working principle of this shield tunnel construction method for passing under a high-speed railway tunnel is as follows:

[0064] By adopting this method, the theoretical correlation function can be corrected in real time by acquiring construction data during the construction of shield tunnel 11 and the high-speed railway tunnel 12. This allows for the acquisition of corrected correlation functions at different construction stages, enabling timely and dynamic adjustment of construction parameters based on the corrected correlation functions. This achieves refined construction, reduces the risk of close-proximity construction, and ensures the construction safety of shield tunnel 11 passing under high-speed railway tunnel 12.

[0065] Further, please refer to Figures 1-8 In this embodiment, the shield tunneling construction parameters include the soil chamber pressure of the shield machine 13, the tunneling speed of the shield machine 13, the grouting pressure behind the segment 17, and the grouting pressure of the steel pipe 16. High-speed rail track deformation includes the elevation deviation and horizontal displacement of the high-speed rail track; high-speed rail tunnel deformation includes the overall settlement of the high-speed rail tunnel, the bottom heave of the high-speed rail tunnel, and related ground displacement.

[0066] Please refer to Figures 1-8In this embodiment, the step of arranging monitoring and measuring instruments in the shield tunnel 11 and the high-speed railway tunnel includes: installing instruments in the shield tunnel 11 to monitor the soil chamber pressure and tunneling speed of the shield machine 13; installing monitoring instruments on the grouting pressure valve to monitor the grouting pressure behind the segment 17 and the grouting pressure of the steel pipe 16; and setting up multiple monitoring points in a certain area where the high-speed railway tunnel and the shield tunnel 11 intersect to monitor the height deviation of the existing high-speed railway track, the horizontal displacement of the high-speed railway track, the overall settlement of the high-speed railway tunnel, the bottom heave of the high-speed railway tunnel, and the stratum displacement.

[0067] It should be noted that while deploying monitoring and measurement instruments in the shield tunnel 11 and the high-speed railway tunnel, it is also necessary to build a wireless monitoring and measurement network so that the above-mentioned monitoring and measurement data can be transmitted to the digital system 20 in real time via a wireless network.

[0068] In this embodiment, please refer to Figure 3 Based on the calculated shield tunneling construction parameters and theoretical correlation functions, the construction parameter region of shield tunnel 11 is determined to be (X0, X1). The theoretical correlation function and the preliminary construction parameter region are used as the basic data. 25% of the control standard value of high-speed railway tunnel and high-speed railway track deformation is set as no warning state, 50% as yellow warning state, and 75% as red warning state.

[0069] Therefore, based on the above, in this embodiment, during the construction of the tunnel boring machine 13 under the high-speed railway tunnel 12, please refer to... Figure 4 and combined Figures 1-3 The deformation of the monitored high-speed railway tunnel and track is judged in real time based on the modified correlation function Y=F′1(X);

[0070] If the deformation of the high-speed railway tunnel and track is in a state of no warning, the tunnel boring machine construction parameters do not need to be adjusted;

[0071] If the deformation of the high-speed railway tunnel and the high-speed railway track is in a yellow warning state, the construction parameters of the shield machine 13 will be adjusted to (X′0,X′1) according to the correction correlation function Y=F′1(X), and the adjusted shield machine construction parameters will be transmitted to the shield operating system. Then, the process will continue to be repeated according to the monitoring and measurement results until the deformation of the high-speed railway tunnel and the high-speed railway track is in a state without warning.

[0072] If the deformation of the high-speed railway tunnel and track is in a red alert state, a warning signal will be issued to notify and cause the shield tunneling operating system to stop construction immediately.

[0073] During the grouting process behind shield segment 17, please refer to... Figure 5 and combined Figures 1-4The deformation of the monitored high-speed railway tunnel and track is judged in real time based on the modified correlation function Y = F″1(X);

[0074] If the deformation of the high-speed railway tunnel and track is in a state of no warning, the grouting pressure behind it does not need to be adjusted.

[0075] If the deformation of the high-speed railway tunnel and the high-speed railway track is in a yellow warning state, the grouting pressure behind it will be adjusted to (X″0,X″1) according to the modified correlation function Y=F″1(X), and the modified grouting pressure will be transmitted to the grouting system. Then, the process will be repeated continuously according to the monitoring and measurement results until the deformation of the high-speed railway tunnel and the high-speed railway track is in a state without warning.

[0076] If the deformation of the high-speed railway tunnel and track is in a red alert state, a warning signal will be issued to notify and cause the tunnel boring machine operating system to immediately stop construction. Furthermore, if the deformation of the high-speed railway tunnel and track is in a red alert state, steel perforated pipes 16 will be driven into the grouting holes 18 of the three-hole reinforced segment 17 and grouting will be performed.

[0077] During the grouting process of steel pipe 16, please refer to... Figure 6 and combined Figures 1-5 The deformation of the monitored high-speed railway tunnel and track is judged in real time based on the modified correlation function Y = F″′1(X);

[0078] If the deformation of the high-speed railway tunnel and track is in a state of no warning, the grouting pressure of the steel pipe 16 does not need to be adjusted;

[0079] If the deformation of the high-speed railway tunnel and the high-speed railway track is in a yellow warning state, the grouting pressure of the steel pipe 16 is adjusted to (X″′0,X″′1) according to the modified correlation function Y=F″′1(X), and the modified grouting pressure is transmitted to the grouting system. Then, the process is repeated continuously according to the monitoring and measurement results until the deformation of the high-speed railway tunnel and the high-speed railway track is in a state without warning.

[0080] If the deformation of the high-speed railway tunnel and track reaches a red alert level, a warning signal will be issued, notifying and causing the tunnel boring machine operating system to immediately stop construction. Furthermore, if the deformation of the high-speed railway tunnel and track reaches a red alert level, manual track adjustments will be made.

[0081] In summary, please refer to the following: Figures 1-8 Based on the above, in this embodiment, the construction steps of the shield tunnel passing under the high-speed railway tunnel are as follows:

[0082] Based on the geological data of the areas where shield tunnel 11 and the high-speed railway tunnel 12 are located, and considering the geometric dimensions and relative positions of shield tunnel 11 and the high-speed railway tunnel, the theoretical correlation function between the shield tunneling construction parameters and the deformation of the high-speed railway tunnel and track is calculated. That is, the theoretical correlation function Y = F0(X), with the shield tunneling construction parameters as the independent variable X and the deformation of the high-speed railway tunnel or track as the dependent variable Y (e.g., ...). Figure 3 (as shown);

[0083] Based on the calculated shield tunneling construction parameters and theoretical correlation functions, the construction parameter range of shield tunnel 11 is determined to be (X0, X1). The theoretical correlation function and the preliminary construction parameter range are used as the basic data. 25% of the control standard value for deformation of high-speed railway tunnels and tracks is set as no warning state, 50% as a yellow warning state, and 75% as a red warning state.

[0084] Instruments are installed inside shield tunnel 11 to monitor the soil pressure and tunneling speed of shield machine 13; monitoring instruments are installed on grouting pressure valves to monitor the grouting pressure behind segment 17 and the grouting pressure of steel pipe 16; multiple monitoring points are set up in a certain area where the high-speed railway tunnel intersects with shield tunnel 11 to monitor the height deviation of the existing high-speed railway track, the horizontal displacement of the high-speed railway track, the overall settlement of the high-speed railway tunnel, the bottom heave of the high-speed railway tunnel, and the stratum displacement.

[0085] During the construction of the tunnel boring machine 13 under the high-speed railway tunnel 12, the theoretical correlation function was corrected in real time based on the monitored tunnel boring machine construction parameters, high-speed railway tunnel and high-speed railway track deformation data, resulting in the corrected correlation function Y=F′1(X) for the tunnel boring machine construction parameters, high-speed railway tunnel and high-speed railway track deformation. Figure 4 (as shown);

[0086] The deformation of the monitored high-speed railway tunnel and track is judged in real time according to the modified correlation function Y=F′1(X). If the deformation of the high-speed railway tunnel and track is in a state without warning, the shield construction parameters do not need to be adjusted. If the deformation of the high-speed railway tunnel and track is in a yellow warning state, the construction parameters of the shield machine 13 are adjusted to (X′0,X′1) according to the modified correlation function Y=F′1(X) until the deformation of the high-speed railway tunnel and track is in a state without warning, and the adjusted construction parameters of the shield machine 13 are transmitted to the shield operating system. If the deformation of the high-speed railway tunnel and track is in a red warning state, a warning signal is issued and the shield operating system immediately stops construction.

[0087] During the grouting process behind shield segment 17, based on the monitored data of grouting pressure, high-speed railway tunnel, and high-speed railway track deformation, the theoretical correlation function was corrected to obtain the corrected correlation function Y = F″1(X) for grouting pressure, high-speed railway tunnel, and high-speed railway track deformation. Figure 5 (as shown);

[0088] The deformation of the monitored high-speed railway tunnel and track is judged in real time according to the modified correlation function Y = F″1(X). If the deformation of the high-speed railway tunnel and track is in a state without warning, the grouting pressure behind it does not need to be adjusted. If the deformation of the high-speed railway tunnel and track is in a yellow warning state, the grouting pressure behind it is adjusted to (X″0, X″1) according to the modified correlation function Y = F″1(X) until the deformation of the high-speed railway tunnel and track is in a state without warning, and the modified grouting pressure area is transmitted to the grouting system. If the deformation of the high-speed railway tunnel and track is in a red warning state, a warning signal is issued, and the shield tunneling operating system immediately stops construction. Furthermore, if the deformation of the high-speed railway tunnel and track is in a red warning state, steel pipes 16 are driven into the grouting holes 18 of the three-hole reinforced segment 17 and grouting is performed.

[0089] During the grouting process of steel pipe 16, based on the monitored grouting pressure of steel pipe 16, deformation data of the high-speed railway tunnel and the high-speed railway track, the theoretical correlation function is corrected to obtain the corrected correlation function Y=F″′1(X)(e.g., grouting pressure of steel pipe 16, deformation of high-speed railway tunnel and high-speed railway track). Figure 6 (as shown);

[0090] The deformation of the monitored high-speed railway tunnel and track is judged in real time according to the modified correlation function Y = F″′1(X). If the deformation of the high-speed railway tunnel and track is in a state without warning, the grouting pressure of the steel pipe 16 does not need to be adjusted. If the deformation of the high-speed railway tunnel and track is in a yellow warning state, the grouting pressure of the steel pipe 16 is adjusted to (X″′0, X″′1) according to the modified correlation function Y = F″′1(X) until the deformation of the high-speed railway tunnel and track is in a state without warning, and the modified grouting pressure range is transmitted to the grouting system. If the deformation of the high-speed railway tunnel and track is in a red warning state, a warning signal is issued, and the shield tunneling operating system immediately stops construction. Furthermore, if the deformation of the high-speed railway tunnel and track is in a red warning state, manual adjustment of the track is used for adjustment.

[0091] The above are merely specific embodiments of the present invention, but the scope of protection of the present invention is not limited thereto. Any variations or substitutions that can be easily conceived by those skilled in the art within the technical scope disclosed in the present invention should be included within the scope of protection of the present invention. Therefore, the scope of protection of the present invention should be determined by the scope of protection of the claims.

Claims

1. A construction method for a shield tunnel passing under a high-speed railway tunnel, characterized in that, include: Based on the geological data of the area where the shield tunnel passes under the high-speed railway tunnel, and the geometric dimensions and relative positions of the shield tunnel and the high-speed railway tunnel, a theoretical correlation function between the construction parameters and the deformation of the high-speed railway tunnel and the high-speed railway track is calculated. That is, the theoretical correlation function with the shield tunneling parameters as the independent variable X and the deformation of the high-speed railway tunnel or the high-speed railway track as the dependent variable Y. The shield tunneling construction parameters include the shield machine's soil chamber pressure and tunneling speed, the grouting pressure behind the tunnel segments, and the grouting pressure of the steel pipes. The high-speed rail track deformation includes the high-speed rail track's elevation deviation and horizontal displacement. The high-speed rail tunnel deformation includes the overall settlement of the high-speed rail tunnel, the bottom heave of the high-speed rail tunnel, and related ground displacement. Specifically, based on the geological data of the area where the shield tunnel and the high-speed rail tunnel are located, the geometric dimensions and relative positions of the shield tunnel and the high-speed rail tunnel, a three-dimensional numerical simulation model is established in the digital system to calculate the three main construction parameters of the shield tunnel and their theoretical correlation functions with the deformation of the high-speed rail tunnel and the high-speed rail track. Before the shield tunnel construction, monitoring and measuring instruments are installed in the shield tunnel and the high-speed railway tunnel to obtain data on the shield tunneling construction parameters and the deformation of the high-speed railway tunnel and the high-speed railway track. During the construction of the tunnel boring machine (TBM) under the high-speed railway tunnel, the theoretical correlation function is corrected in real time based on the monitored TBM construction parameters, deformation data of the high-speed railway tunnel and track, to obtain the corrected correlation function for the TBM construction parameters, the deformation of the high-speed railway tunnel and track. Based on the modified correlation function, the construction parameters of the tunnel boring machine are dynamically adjusted to ensure the construction safety of the tunnel boring machine passing under the high-speed railway tunnel. During the grouting process behind the tunnel lining segments, the theoretical correlation function is corrected based on the monitored grouting pressure, the deformation of the high-speed railway tunnel, and the deformation of the high-speed railway track. This results in a corrected correlation function for the grouting pressure, the deformation of the high-speed railway tunnel, and the deformation of the high-speed railway track. Based on the modified correlation function, the grouting pressure behind the shield tunnel segments is dynamically adjusted to ensure the construction safety of the shield tunnel passing under the high-speed railway tunnel. During the grouting process of the steel pipe, the theoretical correlation function is corrected based on the monitored grouting pressure, high-speed railway tunnel, and high-speed railway track deformation data, resulting in a corrected correlation function for the grouting pressure, the high-speed railway tunnel, and the high-speed railway track deformation. Based on the modified correlation function, the grouting pressure of the steel pipe is dynamically adjusted to ensure the construction safety of the shield tunnel passing under the high-speed railway tunnel. The process of correcting the theoretical correlation function and obtaining the corrected correlation function during the construction of the tunnel boring machine passing under the high-speed railway tunnel, the grouting process behind the shield tunnel segments, and the grouting process of the steel pipe is all completed in the digital system.

2. The construction method for a shield tunnel passing under a high-speed railway tunnel according to claim 1, characterized in that: The step of installing monitoring and measuring instruments in the shield tunnel and the high-speed railway tunnel includes: Instruments were installed inside the shield tunnel to monitor the soil pressure in the shield machine's chamber and the shield machine's tunneling speed. Install monitoring instruments on the grouting pressure valve to monitor the grouting pressure behind the tunnel segments and the grouting pressure of the steel pipe. Multiple monitoring points are set up in the area where the high-speed railway tunnel and the shield tunnel intersect to monitor the elevation deviation of the existing high-speed railway track, the horizontal displacement of the high-speed railway track, the overall settlement of the high-speed railway tunnel, the bottom heave of the high-speed railway tunnel, and the stratum displacement.

3. The construction method for a shield tunnel passing under a high-speed railway tunnel according to claim 1, characterized in that: Based on the calculated shield tunneling construction parameters and the theoretical correlation function, the construction parameter range of the shield tunnel is determined as follows: The theoretical correlation function and preliminary construction parameter area are used as the basic data; and 25% of the control standard value of the deformation of the high-speed railway tunnel and the high-speed railway track is set as no warning state, 50% as yellow warning state and 75% as red warning state.

4. The construction method for a shield tunnel passing under a high-speed railway tunnel according to claim 3, characterized in that: During the construction of the tunnel boring machine passing under the high-speed railway tunnel, according to the modified correlation function... Real-time detection of deformation of the monitored high-speed railway tunnel and the high-speed railway track; If the deformation of the high-speed railway tunnel and the high-speed railway track is in the state of no warning, then the construction parameters of the tunnel boring machine do not need to be adjusted; If the deformation of the high-speed railway tunnel and the high-speed railway track is in the yellow warning state, then according to the corrected correlation function Adjust the tunnel boring machine construction parameters to The adjusted tunnel boring machine construction parameters are transmitted to the tunnel boring machine operating system. The process is then repeated continuously based on the monitoring and measurement results until the deformation of the high-speed railway tunnel and the high-speed railway track is in the state of no warning. If the deformation of the high-speed railway tunnel and the high-speed railway track is in the red warning state, a warning signal will be issued to notify and cause the shield tunneling operating system to stop construction immediately.

5. The construction method for a shield tunnel passing under a high-speed railway tunnel according to claim 3, characterized in that: During the grouting process behind the tunnel lining segments, according to the modified correlation function... Real-time detection of deformation of the monitored high-speed railway tunnel and the high-speed railway track; If the deformation of the high-speed railway tunnel and the high-speed railway track is in the state of no warning, then the grouting pressure behind it does not need to be adjusted. If the deformation of the high-speed railway tunnel and the high-speed railway track is in the yellow warning state, then according to the corrected correlation function Adjust the back grouting pressure to The modified grouting pressure is transmitted to the grouting system, and then the process is repeated continuously based on the monitoring and measurement results until the deformation of the high-speed railway tunnel and the high-speed railway track is in the state of no warning. If the deformation of the high-speed railway tunnel and the high-speed railway track is in the red warning state, a warning signal will be issued to notify and cause the shield tunneling operating system to stop construction immediately.

6. The construction method for a shield tunnel passing under a high-speed railway tunnel according to claim 5, characterized in that: If the deformation of the high-speed railway tunnel and the high-speed railway track is in the red warning state, steel pipes are driven into the three-hole encrypted grouting holes of the segment and grouting is performed.

7. The construction method for a shield tunnel passing under a high-speed railway tunnel according to claim 3 or 6, characterized in that: During the grouting process of the steel pipe, according to the modified correlation function... Real-time detection of deformation of the monitored high-speed railway tunnel and the high-speed railway track; If the deformation of the high-speed railway tunnel and the high-speed railway track is in the state of no warning, the grouting pressure of the steel pipe does not need to be adjusted; If the deformation of the high-speed railway tunnel and the high-speed railway track is in the yellow warning state, then according to the corrected correlation function Adjust the grouting pressure of the steel pipe to The modified grouting pressure is transmitted to the grouting system, and then the process is repeated continuously based on the monitoring and measurement results until the deformation of the high-speed railway tunnel and the high-speed railway track is in the state of no warning. If the deformation of the high-speed railway tunnel and the high-speed railway track is in a red warning state, a warning signal will be issued to notify and cause the shield tunneling operating system to stop construction immediately.

8. The construction method for a shield tunnel passing under a high-speed railway tunnel according to claim 7, characterized in that: If the deformation of the high-speed railway tunnel and the high-speed railway track is in the red warning state, then manual adjustment of the track will be used for adjustment.

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