Monitoring and early warning method for high-speed railway tunnel and track across active fault zone

Abstract

The invention relates to the technical field of railway safety monitoring, in particular to a monitoring and early warning method for a high-speed railway tunnel and a track across an active fault zone. The method comprises the following steps: determining related data of active fractures traversed by a high-speed railway tunnel and a track; determining the position and spacing distance of each monitoring section and the length range of the monitoring section; establishing a comprehensive monitoring system; the influence of the active fault zone on the high-speed railway tunnel structure and the internal track plate is found in time through data obtained in real time by the comprehensive monitoring system, and stage early warning is carried out. An existing active fault zone crossing high-speed railway tunnel and track monitoring and early warning method has the problem that dangerous cases cannot be found and early warned in time in a layered, staged and graded mode. According to the monitoring and early warning method for the high-speed railway tunnel and the track across the active fault zone, the high-speed railway tunnel and the track across the active fault zone in the construction period, the operation period and the maintenance period can be monitored, and dangerous cases are found in a layered, staged and graded mode and early warned.

Description

Technical Field

[0001] The present invention relates to the technical field of railway safety monitoring, and in particular to a monitoring and early warning method for a high-speed railway tunnel and track across an active fault zone. Background Art

[0002] Active fault zones can induce extremely serious earthquakes and surface deformation disasters, breaking and dislocating buildings built on them. When an earthquake occurs, buildings near active fault zones, which are seismogenic faults, will be damaged to varying degrees, especially those within the fault zone.

[0004] The existing monitoring and early warning methods for high-speed railway tunnels and tracks across active fault zones mainly study the engineering settings and engineering prevention and control technologies across active fault zones. There is a lack of monitoring and early warning of changes in high-speed railway tunnels and tracks across active fault zones caused by active fault activities during the operation period (later operation process). Therefore, the existing monitoring and early warning methods for high-speed railway tunnels and tracks across active fault zones have the problem of being unable to timely detect dangerous situations and issue early warnings in a hierarchical, phased and graded manner. Summary of the invention

[0005] The technical problem to be solved by the present invention is to overcome the shortcomings of the above-mentioned prior art and provide a monitoring and early warning method for high-speed railway tunnels and tracks across active fault zones that can detect dangerous situations and issue early warnings in a hierarchical, phased and graded manner.

[0006] In order to solve the above technical problems, the present invention provides a monitoring and early warning method for high-speed railway tunnels and tracks across active fault zones, comprising:

[0007] Determine the spatial distribution, fault properties, surface width and deep width range of active faults crossed by high-speed railway tunnels and tracks;

[0008] Determine the specific mileage range of the high-speed railway tunnel body crossing the active fault, determine the distribution of the high-speed railway tunnel structure within the range, and determine the location, interval distance and length range of each monitoring section based on the distribution of the high-speed railway tunnel structure and the activity intensity of the active fault;

[0009] Establish a comprehensive monitoring system:

[0010] Conduct spatial displacement monitoring on both sides of the active fault zone exposed on the surface, and obtain real-time stress changes on both sides of the active fault zone outside the tunnel and deformation data of the active fault body;

[0011] Conduct surrounding rock stress monitoring on both sides of the active fault zone inside the high-speed railway tunnel to obtain real-time stress change data on the tunnel caused by active fault deformation;

[0012] Stress monitoring and deformation monitoring are carried out at specific sections of the high-speed railway tunnel and surrounding rock where the active fault zone passes through, and real-time data on the stress and deformation changes of the internal structure of the tunnel body and the displacement change data of the secondary lining surface inside the tunnel are obtained;

[0013] Conduct continuous deformation monitoring on both sides of the internal track slab of the tunnel within the active fault zone to obtain track slab deformation data in real time;

[0014] Based on the data obtained in real time by the comprehensive monitoring system, the impact of active fault zones on the high-speed railway tunnel structure and internal track slabs can be discovered in a timely manner, and early warnings can be issued in stages.

[0015] As a further improvement of the present invention: determining the spatial distribution position, fault properties, surface width and deep width range of the active faults crossed by the high-speed railway tunnel and the track includes: determining the spatial distribution position and fault properties of the active faults based on regional geological data, remote sensing image data and field investigation; determining the surface width and deep width range of the active faults based on geophysical data, drilling data and tunnel excavation profile data. Preferably, the regional geological data include regional geological records, 1:25, 1:20, 1:50,000 regional geological maps and geological publications officially published by the state; remote sensing image data include image data publicly released by Google Maps, Tuxin Maps, and Aowei Maps, as well as aerial image data; field investigation includes on-site exploration method and trench excavation method.

[0016] As a further improvement of the present invention: determining the specific mileage range of the high-speed railway tunnel body crossing the active fracture, determining the distribution of the high-speed railway tunnel structure within the range, and determining the position, interval distance and length range of the monitoring section of each monitoring section in combination with the distribution of the high-speed railway tunnel structure and the activity intensity of the active fracture, including: determining the specific mileage range of the high-speed railway tunnel body crossing the active fracture based on the surface width and deep width range of the active fracture crossed by the high-speed railway tunnel and the track; the distribution of the high-speed railway tunnel structure includes the position of the initial supporting steel bars and steel arch frames, the position of the steel bars in the secondary lining, the thickness of the tunnel invert and the position of the construction joint; when the active fracture is a strong active fracture, the interval distance between the monitoring sections is 10 to 20 meters; when the active fracture is a weak strength fracture, the interval distance between the monitoring sections is 20 to 50 meters.

[0017] As a further improvement of the present invention: the method for spatial displacement monitoring on both sides of the surface exposure of the active fault zone is: 2 to 3 GNSS, Beidou or GPS monitoring station groups are respectively set on both sides of the surface exposed by the fault, each group includes 2 GNSS, Beidou or GPS monitoring stations, and the total number of GNSS, Beidou or GPS monitoring stations is 4 to 6. The monitoring stations are located within 30 to 50 meters on both sides of the width of the deep fault zone extending on the surface, and 2 to 3 monitoring reference stations are set at stable positions around the monitoring stations. Preferably, the monitoring station is a manual monitoring station or an automatic monitoring station.

[0018] As a further improvement of the present invention: a method for monitoring surrounding rock stress on both sides of a high-speed railway tunnel crossing an active fault zone is as follows: at least two ground stress monitoring hole groups are respectively set on both sides before and after the high-speed railway tunnel crosses the active fault zone, and each hole group includes 2 ground stress monitoring holes.

[0019] As a further improvement of the present invention: the method for performing stress monitoring and deformation monitoring at specific sections of the high-speed railway tunnel body and surrounding rock where the active fault zone passes through is as follows: a pressure box is set between the initial support and the surrounding rock of each monitoring section within the range of the high-speed railway tunnel crossing the active fault zone, a strain gauge is set on the steel arch frame of the initial support, a pressure box is set at the contact position between the initial support and the secondary lining, a strain gauge is set in the concrete of the secondary lining, a steel bar gauge is set on the outer steel bars and the inner steel bars of the secondary lining, and a deformation monitoring instrument is set on the suspended surface of the secondary lining; 2 horizontal automatic deformation monitoring systems and 1 to 2 vertical displacement automatic deformation monitoring systems are respectively set at the position where the high-speed railway tunnel crosses the active fault zone.

[0020] As a further improvement of the present invention: the method for continuous deformation monitoring on both sides of the internal track plate of the tunnel within the active fault zone is: the track deformation measurement is carried out while crossing the active fault zone section inside the high-speed railway tunnel, the monitoring length includes the active fault zone range and the extension area on both sides of the fault zone, and the length of the extension area is determined by the active fracture strength; the monitoring positions are respectively located on the sides of the left and right track plates, 2 or 4 monitoring lines are arranged, and optical fiber or CPⅢ measurement is used for monitoring.

[0021] As a further improvement of the present invention: the method of early warning by stages is:

[0022] Early warning is provided based on the stress changes on both sides of the active fault zone outside the tunnel, the deformation of the active fault body, and the stress change data of the active fault deformation acting on the tunnel; mid-term warning is provided based on the stress and deformation changes of the internal structure of the tunnel body and the displacement change data of the secondary lining suspended surface on the inner side of the tunnel; and final warning is provided based on the deformation data of the track plate.

[0023] The beneficial effects of the present invention are as follows: The monitoring and early warning method for high-speed railway tunnels and tracks across active fault zones provided by the present invention can detect dangerous situations and issue early warnings in a hierarchical, phased and graded manner, significantly improving the level and efficiency of monitoring and early warning. The method performs spatial displacement monitoring on both sides of the active fault zone exposed on the surface and the contact surface between the fault zone and the upper and lower surrounding rocks, monitors the ground stress of the surrounding rocks on both sides of the high-speed railway tunnel crossing the active fault zone, performs stress monitoring and deformation monitoring on the specific sections of the high-speed railway tunnel body and surrounding rocks crossed by the active fault zone, and also performs continuous deformation monitoring on the track plates on the inside of the high-speed railway tunnel crossing the active fault zone and on both sides. A five-in-one displacement, stress and deformation monitoring system is established through the surface, underground, surrounding rocks outside the high-speed railway tunnel, tunnel body, and track plates inside the tunnel. In this way, when the high-speed railway tunnel and track across the active fault zone are in operation, the staff can also obtain in real time the stress field changes within the tunnel space and the displacement changes within the fault zone, the structural stress and deformation changes of the tunnel body, the deformation changes inside the tunnel, and the deformation changes of the internal track plate. This method can monitor the high-speed railway tunnel and track across the active fault zone during the construction, operation and maintenance periods. Through the data from different monitoring positions, monitoring effects at different levels, different stages and different warning levels can be achieved. Both early warning and real-time warning can be achieved, which significantly improves the level and efficiency of monitoring and early warning, and facilitates the staff to make corresponding treatment methods according to different warning levels to ensure the safe operation of the high-speed railway. BRIEF DESCRIPTION OF THE DRAWINGS

[0024] Figure 1 is a flow chart of the present invention;

[0025] Figure 2 A schematic diagram of the positional relationship between the tunnel body and the fault zone in the present invention;

[0026] Figure 3 A schematic diagram of the positional relationship between the tunnel body and the fault zone in the present invention;

[0027] Figure 4 It is the front view of the monitoring section in the present invention;

[0028] Figure 5 for Figure 4 The specific structure diagram at a in the figure;

[0029] The reference numerals in the above figures represent: b1, the width of the active fault zone determined by tunnel excavation; b2, the width of the active fault zone determined by drilling; b3, the maximum width of the active fault zone determined by different geophysical prospecting methods; b4, the mileage range of the surface spatial displacement monitoring of the active fault zone; b5, the surface exposure survey section of the active fault zone; b6, the final width of the active fault zone;

[0030] A. Deformation monitoring position of active fault zone in the inner side of the tunnel; B. Deformation monitoring position of upper and lower plates of active fault zone in the lower part of the tunnel (also called the layout point of deformation monitoring section of active fault in the inner side of the tunnel); C. Intersection point of the left boundary of active fault and the upper part of the central ditch in the tunnel; D. Layout point of deformation monitoring section of tunnel body, strain monitoring and surrounding rock stress monitoring; E. Layout point of deformation monitoring section of the inner side of the tunnel; F. Layout point of relative displacement monitoring section of deformation joint in the inner side of the tunnel; G. Layout point of deformation monitoring section of tunnel track plate;

[0031] 1. Drill hole; 2. Ground stress monitoring hole; 3. Monitoring section; 4. Surrounding rock; 5. Initial support; 6. Secondary lining; 7. Steel arch frame; 8A. Outer steel bars; 8B. Inner steel bars; 9. Pressure box; 10. Strain gauge; 11. Steel bar meter. DETAILED DESCRIPTION

[0032] The present invention is further described in detail below by specific embodiments in conjunction with the accompanying drawings. The present invention is further described in detail below by specific embodiments in conjunction with the accompanying drawings. Wherein similar elements in different embodiments adopt associated similar element numbers. In the following embodiments, many detailed descriptions are intended to enable the present application to be better understood. However, those skilled in the art can easily recognize that some of the features can be omitted in different situations, or can be replaced by other elements, materials, methods. In some cases, some operations related to the present application are not shown or described in the specification, in order to avoid the core part of the present application being overwhelmed by too much description, and for those skilled in the art, it is not necessary to describe these related operations in detail, and they can fully understand the related operations according to the description in the specification and the general technical knowledge in the art.

[0033] In addition, the features, operations or characteristics described in the specification can be combined in any appropriate manner to form various implementations. At the same time, the steps or actions in the method description can also be interchanged or adjusted in a manner that is obvious to those skilled in the art. Therefore, the various sequences in the specification and the drawings are only for the purpose of clearly describing a certain embodiment and are not meant to be a required sequence, unless otherwise specified that a certain sequence must be followed.

[0034] The serial numbers assigned to the components herein, such as "S1", "S1", etc., are only used to distinguish the objects described and do not have any order or technical meaning. The "connection" and "coupling" mentioned in this application, unless otherwise specified, include direct and indirect connections (couplings).

[0035] Definitions of relevant terms involved in this invention:

[0036] (1) Active fault: also known as active fault zone, generally refers to a fault that has been active since the Late Pleistocene, is currently active, and may remain active in the future.

[0037] (2) Active fault zone: Active faults often develop in a belt-like manner along one direction, forming an active fault zone.

[0038] (3) Methods for determining the intensity of active faults: The main indicators for determination include the activity time of the active fault zone, surface characteristics, activity rate and historical magnitude, combined with the suitability characteristics of high-speed railway tunnels. Strong active faults refer to active faults that were active in the Holocene, whose surface characteristics can be identified by remote sensing image data and ground surveys, whose activity rate is ≥ 0.1 mm / a, and whose historical magnitude is ≥ 6; weak active faults refer to Holocene faults and late Pleistocene active faults that do not meet the characteristics of strong active faults.

[0039] like Figure 1 As shown, the present invention provides a monitoring and early warning method for a high-speed railway tunnel and track across an active fault zone, comprising the following steps:

[0040] S1. Determine the spatial distribution position, fault properties, surface width and deep width range of the active faults crossed by the high-speed railway tunnel and track;

[0041] S101. Determine the spatial distribution position and fault property data of the active fault based on regional geological data, domestic and foreign literature, remote sensing image data and field investigation; the regional geological data include regional geological records, 1:25, 1:20, 1:50,000 regional geological maps and geological publications officially published by the state; the domestic and foreign literature include journals, papers and conference proceedings published at home and abroad; remote sensing image data include publicly released image data from Google Maps, Tuxin Maps and Aowei Maps and internal high-precision aerial image data; the field investigation includes on-site exploration method and trenching method, and b5 is the surface exposure investigation section of the active fault zone.

[0042] S102: Determine the surface width and deep width range of the active fault based on geophysical data, drilling data, and tunnel excavation profile data. Figure 2As shown, geophysical methods include electrical method, electromagnetic method and seismic method. For drilling method, double-tube drilling method is preferred under the condition that geological conditions permit. If the geological conditions are poor, conventional single-tube drilling method can be used. In practice, if there are certain differences in the width of the fault zone determined by the three methods, the final active fault zone width b6 is preferred to the active fault zone width b1 determined by tunnel excavation, followed by the active fault zone width b2 determined by drilling, and finally the maximum active fault zone width b3 determined by different geophysical methods is considered. b3 is the maximum value of the active fault zone width determined by electrical method, electromagnetic method and seismic method.

[0043] S2, determining the specific mileage range of the high-speed railway tunnel body crossing the active fault, determining the distribution of the high-speed railway tunnel structure within the range, and determining the position, interval distance and length range of each monitoring section 3 in combination with the distribution of the high-speed railway tunnel structure and the activity intensity of the active fault;

[0044] S201, determining the specific mileage range of the high-speed railway tunnel body crossing the active fault based on the active fault zone width b6 finally determined in S102;

[0045] S202, determining the structural distribution of the high-speed railway tunnel, including the positions of the steel bars and steel arch frames 7 of the initial support 5, the positions of the steel bars in the secondary lining 6, the thickness of the tunnel invert and the positions of the construction joints;

[0046] S203, such as Figure 3 As shown, there are multiple monitoring sections 3 located inside the tunnel body and perpendicular to the high-speed railway tunnel in the tunnel. The distance between each monitoring section 3 is 10 to 50 m. The number and spacing of the monitoring sections 3 are determined according to the width and activity intensity of the active fault zone. When the active fault is a strong fault, the spacing between the monitoring sections 3 is 10 to 20 m; when the active fault is a weak strength fault, the spacing between the monitoring sections 3 is 20 to 50 m.

[0047] S3. Establish a comprehensive monitoring system;

[0048] S301, performing spatial displacement monitoring on both sides of the active fault zone exposed on the surface, and obtaining real-time stress changes on both sides of the active fault zone outside the tunnel and deformation data of the active fault body;

[0049] 2 to 32 to 3 GNSS, Beidou or GPS monitoring station groups are set up on both sides of the exposed surface of the fault, each group includes 2 GNSS, Beidou or GPS monitoring stations, and the total number of GNSS, Beidou or GPS monitoring stations is 4 to 6. The monitoring stations are located within 30 to 50 meters on both sides of the width of the deep fault zone extending on the surface. In the figure, b4 is the mileage range of the surface spatial displacement monitoring of the active fault zone. At the same time, the monitoring station is set within a certain range above the railway tunnel. The monitoring station is a manual monitoring station or an automatic monitoring station; the monitoring period of the manual monitoring station is determined by the intensity of the active fault. The monitoring period for the strong active fault is ≤ one week, and the monitoring period for the weak active fault is ≤ 2 weeks. 2 to 3 monitoring base stations are set at stable positions around the monitoring station, and the design life of the monitoring station and the monitoring base station is more than 5 years.

[0050] S302, monitoring surrounding rock stress on both sides of the active fault zone passing through the inner side of the high-speed railway tunnel, and obtaining in real time stress change data of the active fault deformation acting on the tunnel;

[0051] like Figure 2 As shown, at least two groups of ground stress monitoring holes 2 are respectively set on both sides before and after the high-speed railway tunnel passes through the active fault zone. Each hole group includes two ground stress monitoring holes 2. The ground stress monitoring holes 2 are vertical holes or horizontal holes. The drilling holes are selected as much as possible in the area where the surrounding rock is hard and relatively complete as revealed by the tunnel excavation. The hole depth is determined according to the width of the high-speed railway tunnel, which is generally more than 3 times the width of the high-speed railway tunnel. The stress monitoring device uses optical fiber or strain gauge. The ground stress monitoring instrument is set in the drilled hole on one side of the tunnel. After the instrument is placed in the drilled hole, it needs to be fixed with cement mortar.

[0052] S303, performing stress monitoring and deformation monitoring at specific sections of the high-speed railway tunnel body and surrounding rock through which the active fault zone passes, and obtaining real-time data on the stress and deformation changes of the internal structure of the tunnel body and the displacement change data of the secondary lining 6 in the air on the inner side of the tunnel;

[0053] like Figure 5 As shown, the following monitoring instruments will be installed on each monitoring section 3:

[0054] ① A pressure box 9 is set between the initial support and the surrounding rock within the high-speed railway tunnel crossing the active fault zone to measure the surrounding rock pressure.

[0055] ② A strain gauge 10 is provided on the steel arch frame 7 of the initial support 5 within the range of the active fault zone inside the high-speed railway tunnel to monitor the stress of the steel arch frame 7 of the initial support 5;

[0056] ③ A pressure box 9 is provided at the contact position between the primary support 5 and the secondary lining 6 within the high-speed railway tunnel crossing the active fault zone to monitor the contact pressure of the secondary lining;

[0057] ④ A strain gauge 10 is provided in the secondary lining 6 concrete within the high-speed railway tunnel passing through the active fault zone to monitor the concrete stress of the secondary lining;

[0058] ⑤ A steel bar meter 11 is arranged on the outer steel bars 8A and the inner steel bars 8B of the secondary lining 6 passing through the active fault zone inside the high-speed railway tunnel to monitor the stress of the secondary lining steel bars.

[0059] ⑥ Deformation monitoring instruments are set up on the suspended surface of the secondary lining 6 of the high-speed railway tunnel. The deformation monitoring instruments include three-dimensional displacement meters and total stations. The three-dimensional displacement meters are set at the construction joints of the inner wall of the high-speed railway tunnel. If there are newly generated cracks on the inner wall of the high-speed railway tunnel, the three-dimensional displacement meters should be set up first. The monitoring section 3 where the total station is located is consistent with the section where the pressure box 9 and the strain gauge 10 are located. The monitoring benchmark points of the total station are set at a relatively stable foundation in the high-speed railway tunnel and at least 30m away from the fault zone section. Each benchmark point group has no less than 3 to 4 benchmark points.

[0060] Two horizontal automatic deformation monitoring systems and 1 to 2 vertical displacement automatic deformation monitoring systems are set up at the locations of the active fault zones crossing the high-speed railway tunnel. If the width of the active fault is narrow, a vertical displacement automatic deformation monitoring system crossing the active fault zone is set up. If the active fault zone is wide, one vertical displacement automatic deformation monitoring system is set up at the upper plate and lower plate respectively. The monitoring accuracy of the horizontal automatic deformation monitoring system and the vertical displacement automatic deformation monitoring system is at the millimeter level, similar to the SAA deep displacement monitoring system. The horizontal automatic deformation monitoring system is arranged at the bottom of the invert arch or the bottom of the cable trough on the tunnel side and is sealed and fixed with cement for protection. If the active fault is close to the tunnel entrance, a horizontal hole can be selected for drilling. The horizontal hole is located at the lower side of the tunnel. The horizontal automatic deformation monitoring system is placed in the horizontal borehole and fixed with cement mortar. The monitoring length of the horizontal automatic deformation monitoring system is determined according to the width of the active fault zone in the determined tunnel range. The strong active fault monitoring length includes the active fault zone range and 50 to 100 meters extending on both sides of the fault zone. The weak active fault monitoring length includes the active fault zone range and 30 to 50 meters extending on both sides of the fault zone. The vertical displacement automatic deformation monitoring system is set at the central ditch or lateral drainage ditch. If the conditions in the tunnel do not allow, the vertical displacement automatic deformation monitoring system can also be set on the upper mountain slope of the tunnel, and the depth can reach the tunnel burial depth as much as possible. The vertical displacement automatic deformation monitoring system is set in the borehole. After the equipment is placed in the borehole, it needs to be fixed with cement mortar. The monitoring range of the vertical displacement automatic deformation monitoring system needs to pass through the contact area between the active fault zone and the upper and lower plates. The monitoring length of the strong active fault includes the contact area and the upper and lower sides of the contact area extending 30 to 50 meters. The monitoring length of the weak active fault includes the contact area and the upper and lower sides of the contact area extending 10 to 30 meters.

[0061] S304, performing continuous deformation monitoring on both sides of the inner track slab of the tunnel within the range of the active fault zone to obtain track slab deformation data in real time;

[0062] Track deformation measurement is carried out by crossing the active fault zone section inside the high-speed railway tunnel. The monitoring length includes the active fault zone range and the extension zone on both sides of the fault zone. When the active fault is a strong active fault, the extension zone length is 50 to 100 meters, and when the active fault is a weak active fault, the extension zone length is 30 to 50 meters. The monitoring positions are located on the sides of the left and right track plates, 2 or 4 monitoring lines are arranged, and optical fiber or CPⅢ measurement is used for monitoring.

[0063] The above is to establish a five-in-one displacement, stress and deformation monitoring system for the surface, underground, outer surrounding rock of the high-speed railway tunnel, the tunnel body, and the track plate inside the tunnel.

[0064] The comprehensive monitoring system includes four levels of monitoring:

[0065] ①Surface monitoring is also called external monitoring, including the above-mentioned active fault surface deformation monitoring, ground stress monitoring, fault zone deformation monitoring, and tunnel and surrounding rock pressure monitoring;

[0066] ② Tunnel body monitoring includes deformation monitoring of the tunnel across the active fault zone, stress monitoring of the steel arch frame and steel bars inside the primary support 5 and secondary lining 6, stress monitoring between the primary support 5 and the secondary lining 6, and strain monitoring of the secondary lining 6 concrete;

[0067] ③ Monitoring of the secondary lining surface inside the tunnel includes monitoring of deformation of the active fault zone across the tunnel, deformation of the secondary lining surface, and displacement of the secondary lining surface;

[0068] ④Track slab monitoring is track slab deformation monitoring.

[0069] S4. According to the data obtained in real time in S3, the influence of the active fault zone on the high-speed railway tunnel structure and the internal track plate is discovered in time, and graded warning is carried out.

[0070] Early warning is carried out based on the stress changes on both sides of the active fault zone outside the tunnel, the deformation of the active fault body, and the stress change data of the active fault deformation acting on the tunnel; mid-term warning is carried out based on the stress and deformation changes of the internal structure of the tunnel body and the displacement change data of the secondary lining 6 in the air on the inner side of the tunnel; and final warning is carried out based on the deformation data of the track plate. In this way, monitoring effects at different levels, different stages, and different warning levels can be achieved. Not only early warning but also timely warning can be achieved, which greatly increases the engineering warning efficiency and dangerous situation response time, and facilitates the staff to make corresponding treatment methods according to different warning levels to ensure the safe operation of high-speed railways.

[0071] The specific locations of each monitoring point in all the above steps are detailed in Figure 2 to Figure 5 .

[0072] The above specific examples are used to illustrate the present invention, which is only used to help understand the present invention and is not intended to limit the present invention. For those skilled in the art, according to the concept of the present invention, some simple deductions, modifications or substitutions can be made.

Claims

1. A monitoring and early warning method for high-speed railway tunnels and tracks across active fault zones, characterized in that: The method comprises: Determine the spatial distribution, fault properties, surface width and deep width range of active faults crossed by high-speed railway tunnels and tracks; Determine the specific mileage range of the high-speed railway tunnel body crossing the active fault, determine the distribution of the high-speed railway tunnel structure within the range, and determine the position, interval distance and length range of each monitoring section (3) based on the distribution of the high-speed railway tunnel structure and the activity intensity of the active fault; Establish a comprehensive monitoring system: Conduct spatial displacement monitoring on both sides of the active fault zone exposed on the surface, and obtain real-time stress changes on both sides of the active fault zone outside the tunnel and deformation data of the active fault body; Conduct surrounding rock stress monitoring on both sides of the active fault zone inside the high-speed railway tunnel to obtain real-time stress change data on the tunnel caused by active fault deformation; Stress monitoring and deformation monitoring are performed at specific cross sections of the high-speed railway tunnel body and surrounding rock (4) through which the active fault zone passes, so as to obtain real-time data on the stress and deformation changes of the internal structure of the tunnel body and the displacement change data of the suspended surface of the secondary lining (6) inside the tunnel; Conduct continuous deformation monitoring on both sides of the internal track slab of the tunnel within the active fault zone to obtain track slab deformation data in real time; Based on the data obtained in real time by the comprehensive monitoring system, the impact of active fault zones on the high-speed railway tunnel structure and internal track slabs can be discovered in a timely manner, and early warnings can be issued in stages.

2. The monitoring and early warning method for high-speed railway tunnels and tracks across active fault zones according to claim 1 is characterized in that: Determining the spatial distribution position, fault properties, surface width and deep width range of the active faults crossed by the high-speed railway tunnel and track includes: Determine the spatial distribution and nature of the active faults based on regional geological data, remote sensing image data and field investigations; The surface width and deep width range of the active fault are determined based on geophysical data, drilling data, and tunnel excavation profile information.

3. The monitoring and early warning method for high-speed railway tunnels and tracks across active fault zones according to claim 2 is characterized in that: The regional geological data include regional geological records, 1:25, 1:20, 1:50,000 regional geological maps and geological publications officially published by the state; The remote sensing image data include the image data publicly released by Google Maps, Tuxin Maps, and Aowei Maps, as well as aerial image data; The field investigation includes on-site exploration method and trench excavation method.

4. A monitoring and early warning method for high-speed railway tunnels and tracks across active fault zones according to any one of claims 1 to 3, characterized in that: The step of determining the specific mileage range of the high-speed railway tunnel body crossing the active fault, determining the structural distribution of the high-speed railway tunnel within the range, and determining the position, interval distance and length range of each monitoring section (3) in combination with the structural distribution of the high-speed railway tunnel and the active intensity of the active fault includes: Determine the specific mileage range of the high-speed railway tunnel body crossing the active fault based on the surface width and deep width range of the active fault crossed by the high-speed railway tunnel and the track; The high-speed railway tunnel structure distribution includes the positions of the steel bars and steel arch frames (7) of the initial support (5), the positions of the steel bars in the secondary lining (6), the thickness of the tunnel invert and the positions of the construction joints; When the active fault is a strong active fault, the interval between the monitoring sections (3) is 10 to 20 m; when the active fault is a weak strength fault, the interval between the monitoring sections (3) is 20 to 50 m.

5. A monitoring and early warning method for high-speed railway tunnels and tracks across active fault zones according to any one of claims 1 to 3, characterized in that: The method for spatial displacement monitoring on both sides of the active fault zone exposed on the surface is: 2 to 3 GNSS, Beidou or GPS monitoring station groups are set up on both sides of the exposed surface of the fault, each group includes 2 GNSS, Beidou or GPS monitoring stations, and the total number of the GNSS, Beidou or GPS monitoring stations is 4 to 6. The monitoring stations are located within 30 to 50 meters on both sides of the width of the deep fault zone extending on the surface, and 2 to 3 monitoring base stations are set at stable positions around the monitoring stations.

6. A monitoring and early warning method for high-speed railway tunnels and tracks across active fault zones according to claim 5, characterized in that: The monitoring station is a manual monitoring type monitoring station or an automatic monitoring type monitoring station.

7. A monitoring and early warning method for high-speed railway tunnels and tracks across active fault zones according to any one of claims 1 to 3, characterized in that: The method for monitoring surrounding rock stress on both sides of a high-speed railway tunnel passing through an active fault zone comprises: providing at least two groups of ground stress monitoring holes (2) on both sides before and after the high-speed railway tunnel passes through the active fault zone, each group of holes comprising two ground stress monitoring holes (2).

8. A monitoring and early warning method for high-speed railway tunnels and tracks across active fault zones according to any one of claims 1 to 3, characterized in that: The method for performing stress monitoring and deformation monitoring at specific cross sections of the high-speed railway tunnel body and surrounding rock (4) passing through the active fault zone is as follows: A pressure box (9) is arranged between the primary support (5) and the surrounding rock (4) of each monitoring section (3) within the range of the active fault zone in the high-speed railway tunnel, a strain gauge (10) is arranged on the steel arch frame (7) of the primary support (5), a pressure box (9) is arranged at the contact position between the primary support (5) and the secondary lining (6), a strain gauge (10) is arranged in the concrete of the secondary lining (6), a steel bar gauge (11) is arranged on the outer steel bars (8A) and the inner steel bars (8B) of the secondary lining (6), and a deformation monitoring instrument is arranged on the suspended surface of the secondary lining (6); Two horizontal automatic deformation monitoring systems and 1 to 2 vertical displacement automatic deformation monitoring systems are installed at the location where the high-speed railway tunnel crosses the active fault zone.

9. A monitoring and early warning method for high-speed railway tunnels and tracks across active fault zones according to any one of claims 1 to 3, characterized in that: The method for continuous deformation monitoring on both sides of the inner track plate of the tunnel within the active fault zone is: Track deformation measurement is carried out by crossing the active fault zone section inside the high-speed railway tunnel. The monitoring length includes the range of the active fault zone and the extension areas on both sides of the fault zone. The length of the extension area is determined by the intensity of the active fracture. The monitoring positions are located on the sides of the left and right track plates, and 2 or 4 monitoring lines are arranged. Optical fiber or CPⅢ measurement is used for monitoring.

10. A monitoring and early warning method for high-speed railway tunnels and tracks across active fault zones according to any one of claims 1 to 3, characterized in that: The method of staged early warning is: Provide early warning based on stress changes on both sides of the active fault zone outside the tunnel, deformation of the active fault body, and stress change data of the active fault deformation acting on the tunnel; A mid-term warning is carried out based on the stress and deformation changes of the internal structure of the tunnel body and the displacement change data of the secondary lining (6) on the inner side of the tunnel; Provide terminal warning based on track slab deformation data.

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