Anti-uplift supporting system for subway extension construction

Abstract

The invention relates to the technical field of anti-upheaval design, in particular to an anti-upheaval supporting system for metro extension, which comprises a geologic model analysis module, a feature analysis module, an anti-upheaval supporting module, a data recording module and an early warning module, and is characterized in that the geologic model analysis module determines a metro influence area and acquires deformation information; the feature analysis module determines the insertion position and depth of the anchor rod according to the deformation information; the anti-uplift supporting module determines the prestress, the stress variation and the stress compensation amount of an anchor rod by combining various factors; the data recording module stores various data and establishes a stress compensation model; the early warning module gives out emergency early warning when the height of the anchor rod changes or the deformation rate is abnormal, all the modules cooperate to guarantee the subway extension construction safety, the construction efficiency, the supporting effect, the monitoring and early warning capacity and the data management level of a subway extension project are remarkably improved, meanwhile, the construction flexibility is enhanced, and the construction cost is reduced. And the engineering cost and the safety risk are effectively reduced.

Description

Technical Field

[0001] The invention relates to the technical field of anti-uplift design, and in particular to an anti-uplift support system for subway expansion and construction. Background Art

[0002] In the field of civil engineering, especially in projects under complex geological conditions such as deep foundation pit excavation, underground tunnel construction, and subway construction, soil stability control is crucial. These projects often face complex geological conditions, changeable construction environments, and strict safety requirements. In order to ensure the safety and stability of the project, effective support and stability control of the soil must be carried out. For highly sensitive under-consolidated areas, especially near subways and other high-protection grade buildings, deep foundation pit excavation will affect the surrounding environment. Usually, the area near the foundation pit will be uplifted due to soil rebound, affecting the structural safety of urban rail transit and other structures and increasing operational risks. These projects often face complex geological conditions, changeable construction environments, and strict safety requirements. In order to ensure the safety and stability of the project, the impact of foundation pit excavation on the surrounding environment must be minimized.

[0003] During the excavation of deep foundation pits, the stress state of the soil will decrease due to the reduction of vertical load. The stress release will cause the soil to rebound vertically, which will in turn cause the vertical or curvature of the track to exceed the standard, which may seriously cause safety accidents.

[0004] At present, in terms of anti-uplift control of foundation pits, the impact is generally reduced by reducing the excavation area by dividing the pits into compartments, but this often results in a significant increase in construction period and project costs.

[0005] Although the existing technology has achieved certain results in anti-uplift of subway expansion, there are still some technical problems that need to be solved. First, although the traditional method of reducing the excavation area by compartments can control the uplift of foundation pits, it greatly increases the construction period and engineering costs, and brings a heavy burden in terms of manpower and material investment as well as the impact on the surrounding environment and traffic; the existing monitoring methods are poor in accuracy and real-time performance, and it is difficult to accurately obtain key deformation information under complex geological conditions, which brings risks to anti-uplift support decisions; the design and construction of anchor rods lack flexibility and accuracy, and cannot fully consider geological characteristics and real-time deformation, and it is difficult to effectively resist soil uplift in complex strata; in the face of the coupling of multiple factors such as building loads, groundwater level changes, and construction vibrations, the existing technology is difficult to comprehensively consider, resulting in insufficient pertinence and effectiveness of anti-uplift support measures; at the same time, the data management and analysis system is imperfect, data is stored in a scattered manner and lacks effective management, and it is impossible to fully tap the value of data, and it is difficult to adjust the support plan in time according to monitoring data, which limits the optimization and development of technology. Summary of the invention

[0006] The present invention aims to solve at least one of the technical problems existing in the related art. To this end, the present invention provides an anti-uplift support system for subway expansion and construction.

[0007] The present invention provides an anti-uplift support system for subway expansion and construction, comprising: A geological model analysis module is used to determine the subway influence area corresponding to the current expansion and excavation area, and to obtain deformation information of the subway influence area, including the maximum allowable deformation value, deformation rate, deformation amount, and height change of each anchor in the excavation area; A feature analysis module, which is connected to the geological model analysis module and is used to perform feature comparison analysis on the deformation information of the subway affected area and preliminarily determine the insertion position and insertion depth of the anchor rod; An anti-uplift support module, which is connected to the geological model analysis module and the characteristic analysis module respectively, and is used to preliminarily determine the prestress and stress variation of each anchor according to the position of the central anchor in the current excavation area combined with the deformation information, and determine the stress compensation amount according to the effective prestress in the historical data; A data recording module, which is respectively connected to the geological model analysis module, the anti-uplift support module and the feature analysis module, and is provided with an information acquisition database, an adjustment database and an integration database; the information acquisition database is used to store the extension and excavation area determined by each extension and excavation and the corresponding deformation information and the preliminary insertion information of the anchor rod, the adjustment database is used to store the prestress and stress variation of each anchor rod, and the integration database is used to establish a stress compensation model according to all the deformation information, prestress and stress variation, and store the effective prestress and the corresponding deformation information; The early warning module is connected to the geological model analysis module and is used to issue an emergency anti-uplift compensation early warning when abnormal changes in the height of the anchor rod or abnormal deformation rate in the subway affected area are detected.

[0008] As a preferred technical solution for the anti-uplift support system for subway construction, the geological model analysis module includes: The surface monitoring unit is used to monitor the deformation position of the entire subway area, determine the subway impact area in combination with the current expansion and excavation area, and obtain the maximum allowable subway deformation and deformation rate in the subway impact area; An anchor monitoring unit is connected to the surface monitoring unit and is used to monitor the height change of the anchor in the current excavation area.

[0009] As a preferred technical solution for the anti-uplift support system for subway expansion, the characteristic analysis module divides the subway influence area into a number of identical analysis areas, and screens out the analysis areas that do not meet the expansion stability conditions; The expansion stability condition is that the deformation rate is lower than a preset deformation rate and the height change of each anchor rod is within the allowable range of height change.

[0010] As a preferred technical solution for the anti-uplift support system for subway expansion, the characteristic analysis module determines the number of anchor rods to be inserted according to the number of analysis areas that do not meet the expansion stability conditions; The feature analysis module determines the initial insertion depth according to the deformation rate of the analysis area that does not meet the extension stability condition.

[0011] As a preferred technical solution for the anti-uplift support system for subway expansion, the anti-uplift support module determines the central anchor according to the scope of the current expansion and excavation area and the number of anchors included in the current expansion and excavation area. The anti-uplift support module determines the prestress of each anchor rod according to the relative position relationship between each anchor rod and the central anchor rod, the height change of each anchor rod, and the deformation rate.

[0012] As a preferred technical solution for the anti-uplift support system for subway expansion, the anti-uplift support module determines the stress change amount according to the prestress difference determined in two adjacent current expansion excavation areas.

[0013] As a preferred technical solution for the anti-uplift support system for subway expansion, the data recording module determines whether the current stress compensation meets the standard according to the prestress of each anchor rod in the subway influence area corresponding to the current expansion excavation area and the corresponding stress change; If the stress change amount is greater than the stress compensation amount, it is determined that the current stress compensation does not meet the standard; If the stress variation is less than or equal to the stress compensation amount, it is determined that the current stress compensation meets the standard and is recorded as effective prestress.

[0014] As an optimal technical solution for the anti-uplift support system for subway construction, the data recording module stores the effective prestress and corresponding deformation information corresponding to the stress compensation that does not meet the standards into the integrated database and replaces the original prestress data, which serves as the initial selection for determining the stress compensation amount based on the deformation information of the same subway affected area in the future.

[0015] As an optimal technical solution for the anti-uplift support system for subway construction, the anti-uplift support module determines that the data recording module completes the deformation information and stress compensation amount recording of the current subway affected area under the condition that the effective prestress is used several times in a row to determine the stress compensation amount as the prestress.

[0016] As a preferred technical solution for the anti-uplift support system for subway expansion, the warning module determines whether to issue an emergency anti-uplift compensation warning based on the standard height change of each anchor rod and the deformation rate of the subway-affected area combined with the maximum deformation allowance; If the height changes of the anchor rods are greater than the corresponding standard height changes, or the expected deformation of the subway affected area is greater than the maximum allowable deformation, the warning module determines to issue an emergency anti-uplift compensation warning.

[0017] Compared with the prior art, the beneficial effect of the present invention is that the anti-uplift support system for subway expansion and construction of the present invention accurately obtains the deformation information of the subway affected area through the geological model analysis module, and the feature analysis module dynamically adjusts the insertion position and depth of the anchor rod accordingly to achieve precise support. The anti-uplift support module combines the position and deformation information of the central anchor rod to reasonably determine the prestress and stress change of each anchor rod, and optimizes the stress compensation amount based on historical data to improve the support effect. The data recording module integrates the monitoring data of each time, establishes a stress compensation model, intelligently judges whether the stress compensation meets the standard, optimizes the prestress data, and improves the accuracy of the model. The early warning module monitors the change of anchor rod height and the deformation rate of the subway affected area in real time, and issues an emergency warning in time in combination with the maximum allowable deformation to ensure construction safety. The present invention significantly improves the construction efficiency, support effect, monitoring and early warning capabilities and data management level of subway expansion and construction projects, while enhancing construction flexibility, effectively reducing project costs and safety risks, and providing a comprehensive, efficient and intelligent anti-uplift support solution for subway expansion and construction projects.

[0018] In particular, the anti-uplift support system used for subway expansion realizes precise support design by dynamically adjusting the number of anchor rods inserted and the initial insertion depth according to the number and deformation rate of the analysis areas that do not meet the expansion stability conditions through the feature analysis module. This design not only improves the flexibility and adaptability of the support system, but also can effectively cope with various complex working conditions and ensure the safety and stability of the construction process. During the implementation process, the initial insertion depth is determined according to the difference in the direction that does not meet the preset deformation rate. This dynamic adjustment mechanism ensures the flexibility and adaptability of the support system and can effectively cope with various complex working conditions.

[0019] In particular, the data recording module of the anti-uplift support system used for subway expansion has the ability to intelligently determine whether stress compensation meets the standards. By comparing the stress change and the stress compensation, it accurately determines and records the effective prestress, providing a reliable basis for subsequent work. As the excavation progresses, the anchor stress is different each time. The stress compensation model is generated using the data obtained from each monitoring. The expected stress can be obtained according to the model, so as to accurately calculate the stress compensation amount. If the stress compensation does not meet the standards, the effective prestress and deformation information will be stored in the integrated database and the original data will be updated, thereby continuously optimizing the model, improving the expected accuracy, and reducing the stress application error. In addition, when the anti-uplift support module uses the effective prestress to determine the stress compensation amount as the prestress for several consecutive times, it determines that the data recording module completes the stress and compensation record of the deformation information of the current subway affected area. This can not only ensure that the stress compensation model is in the normal range under different expansion stages and different soil material usage conditions, but also reduce unnecessary repeated calculations, reduce system computing power consumption, and improve the processing speed of other data under the premise of ensuring safety, while ensuring the safety of subway operation and achieving efficient operation of the system.

[0020] Additional aspects and advantages of the present invention will be given in part in the following description and in part will be obvious from the following description, or will be learned through practice of the present invention. BRIEF DESCRIPTION OF THE DRAWINGS

[0021] In order to more clearly illustrate the technical solutions in the present invention or the prior art, the drawings required for use in the embodiments or the description of the prior art will be briefly introduced below. Obviously, the drawings described below are some embodiments of the present invention. For ordinary technicians in this field, other drawings can be obtained based on these drawings without paying creative work.

[0022] Figure 1 It is a structural schematic diagram of an anti-uplift support system for subway expansion according to an embodiment of the present invention; Figure 2 A schematic diagram of the structure of a geological model analysis module according to an embodiment of the present invention; Figure 3 A logic diagram for determining the initial number of anchor rods inserted according to an embodiment of the present invention; Figure 4 This is a logic diagram of whether the current stress compensation in an embodiment of the present invention complies with the standard. DETAILED DESCRIPTION

[0023] In order to make the purpose, technical scheme and advantages of the present invention clearer, the technical scheme of the present invention will be clearly and completely described below in conjunction with the drawings in the present invention. Obviously, the described embodiments are part of the embodiments of the present invention, rather than all the embodiments. Based on the embodiments in the present invention, all other embodiments obtained by ordinary technicians in the field without creative work are within the scope of protection of the present invention. The following embodiments are used to illustrate the present invention, but cannot be used to limit the scope of the present invention.

[0024] In the description of this specification, the description with reference to the terms "one embodiment", "some embodiments", "example", "specific example", or "some examples" etc. means that the specific features, structures, materials or characteristics described in conjunction with the embodiment or example are included in at least one embodiment or example of the embodiment of the present invention. In this specification, the schematic representations of the above terms do not necessarily refer to the same embodiment or example. Moreover, the specific features, structures, materials or characteristics described may be combined in any one or more embodiments or examples in a suitable manner. In addition, those skilled in the art may combine and combine the different embodiments or examples described in this specification and the features of the different embodiments or examples, without contradiction.

[0025] See also Figure 1 As shown, it is a schematic diagram of the structure of an anti-uplift support system for subway expansion according to an embodiment of the present invention; the present invention provides an anti-uplift support system for subway expansion, characterized in that it includes: A geological model analysis module is used to determine the subway influence area corresponding to the current expansion and excavation area, and to obtain deformation information of the subway influence area, including the maximum allowable deformation value, deformation rate, deformation amount, and height change of each anchor in the excavation area; A feature analysis module, which is connected to the geological model analysis module and is used to perform feature comparison analysis on the deformation information of the subway affected area and preliminarily determine the insertion position and insertion depth of the anchor rod; An anti-uplift support module, which is connected to the geological model analysis module and the characteristic analysis module respectively, and is used to preliminarily determine the prestress and stress variation of each anchor according to the position of the central anchor in the current excavation area combined with the deformation information, and determine the stress compensation amount according to the effective prestress in the historical data; A data recording module, which is respectively connected to the geological model analysis module, the anti-uplift support module and the feature analysis module, and is provided with an information acquisition database, an adjustment database and an integration database; the information acquisition database is used to store the extension and excavation area determined by each extension and excavation and the corresponding deformation information and the preliminary insertion information of the anchor rod, the adjustment database is used to store the prestress and stress variation of each anchor rod, and the integration database is used to establish a stress compensation model according to all the deformation information, prestress and stress variation, and store the effective prestress and the corresponding deformation information; The early warning module is connected to the geological model analysis module and is used to issue an emergency anti-uplift compensation early warning when abnormal changes in the height of the anchor rod or abnormal deformation rate in the subway affected area are detected.

[0026] The preliminary insertion information of the anchor bolt stored in the information acquisition database is the insertion position and the insertion depth.

[0027] The database is integrated based on machine learning methods, such as using support vector machines (SVM), random forests (RF), neural networks and other machine learning algorithms, training models based on historical data, predicting stress compensation amounts, and establishing stress compensation models based on all deformation information, prestress, and stress change amounts. This is existing technology and will not be described in detail.

[0028] In implementation, the present invention does not limit the specific structures of the feature analysis module, the anti-uplift support module and the data recording module, which may be composed of logic components, including a field programmable processor, a computer and a microprocessor in the computer.

[0029] The anti-uplift support system for subway expansion and construction of the present invention accurately obtains the deformation information of the subway affected area through the geological model analysis module, and the feature analysis module dynamically adjusts the insertion position and depth of the anchor rod accordingly to achieve precise support. The anti-uplift support module combines the position and deformation information of the central anchor rod to reasonably determine the prestress and stress change of each anchor rod, and optimizes the stress compensation amount based on historical data to improve the support effect. The data recording module integrates the monitoring data of each time, establishes a stress compensation model, intelligently judges whether the stress compensation meets the standard, optimizes the prestress data, and improves the accuracy of the model. The early warning module monitors the change of anchor rod height and the deformation rate of the subway affected area in real time, and issues an emergency warning in time in combination with the maximum allowable deformation to ensure construction safety. The present invention significantly improves the construction efficiency, support effect, monitoring and early warning capabilities and data management level of subway expansion and construction projects, while enhancing construction flexibility, effectively reducing project costs and safety risks, and providing a comprehensive, efficient and intelligent anti-uplift support solution for subway expansion and construction projects.

[0030] See also Figure 2As shown, it is a schematic diagram of the structure of a geological model analysis module according to an embodiment of the present invention, and the geological model analysis module includes: The surface monitoring unit is used to monitor the deformation position of the entire subway area, determine the subway impact area in combination with the current expansion and excavation area, and obtain the maximum allowable subway deformation and deformation rate in the subway impact area; An anchor monitoring unit is connected to the surface monitoring unit and is used to monitor the height change of the anchor in the current excavation area.

[0031] During implementation, the deformation position of the subway area is monitored through geodetic measurement and remote sensing measurement methods. For example, a level can be used to provide a horizontal line of sight to measure the height difference between two points, and then the elevation of the point to be determined can be inferred. By comparing elevation data at different times, the vertical deformation information of the subway area can be obtained. Alternatively, a total station can be used to simultaneously measure the angle and distance. By measuring the three-dimensional coordinates of the characteristic points in the subway area and comparing the coordinate data at different times, the deformation position and amount can be determined.

[0032] For remote sensing measurement, synthetic aperture radar interferometry (InSAR) can be used to process two or more radar images of the same area using the interference principle of radar waves to obtain information on tiny surface deformations. This can monitor deformations in subway areas over a large area. The methods for monitoring deformation rates and amounts are existing technologies, and the methods and operating steps selected in actual use are not specifically limited and will not be elaborated on here.

[0033] In this embodiment, the deformation amount includes a vertical deformation amount and a horizontal deformation amount, and the deformation rate includes a vertical change rate and a horizontal change rate; When the vertical deformation reaches a cumulative value of 4mm, it is determined to be in the subway influence area; when the vertical change rate reaches 2mm / d, it is determined to be in the subway influence area; when the horizontal deformation cumulative value reaches 3mm, it is determined to be in the subway influence area; when the horizontal change rate reaches 1mm / d, it is determined to be in the subway influence area.

[0034] The anchor monitoring unit is equipped with several sensors, such as laser displacement sensors, photoelectric displacement sensors, etc., which are installed at fixed points near the expansion and excavation area to measure the relative displacement of each anchor in real time and determine the deformation position and deformation amount.

[0035] See also Figure 3 As shown, it is a logic diagram for determining the initial number of anchor rods to be inserted according to an embodiment of the present invention, wherein the feature analysis module divides the subway influence area into a number of identical analysis areas, and screens out the analysis areas that do not meet the expansion stability conditions; The expansion stability condition is that the deformation rate is lower than a preset deformation rate and the height change of each anchor rod is within the allowable range of height change.

[0036] During implementation, the preset deformation rate is a vertical change rate of 4 mm / d and a horizontal change rate of 2 mm / d. The allowable range of height change of each anchor rod is determined based on the anchor rod height change interval corresponding to the unchanged stress applied to each anchor rod in historical data.

[0037] In detail, the feature analysis module determines the number of anchor rods to be inserted according to the number of analysis areas that do not meet the expansion stability condition; The feature analysis module determines the initial insertion depth according to the deformation rate of the analysis area that does not meet the extension stability condition.

[0038] During implementation, when the deformation information is monitored for the first time during subway expansion and construction, that is, before the anchor rods are inserted, the number of anchor rods to be inserted is determined based on the number of analysis areas that do not meet the civil engineering stability conditions.

[0039] The insertion depth of the anchor rod is 1.2 to 1.5 times the depth of the foundation pit of the current expansion and excavation area. The initial insertion depth is determined by the difference between the deformation rate in the direction that does not meet the preset deformation rate and the preset deformation rate in that direction, multiplied by 1.2 times the foundation pit depth. The maximum value shall not exceed 1.5 times the depth of the foundation pit of the current expansion and excavation area. If the deformation rates in both the vertical and horizontal directions do not meet the requirements, the initial insertion depth is determined based on the direction with the larger difference.

[0040] In the subway expansion project, anchor rods are inserted in time according to the excavation progress to reinforce the loose rock and soil, prevent disasters such as collapse and landslides, and control the deformation of the stratum by applying prestress. It can also flexibly adapt to various complex working conditions. When encountering a hard rock layer, first excavate part of it and then insert anchor rods for reinforcement, and then continue to work, avoiding the obstacles caused by the fixed construction sequence. At the same time, the anchor rod construction is dispersed in different excavation stages to reduce mutual interference between processes and speed up the construction progress. From the perspective of engineering quality, variable excavation and variable insertion allows construction personnel to accurately arrange anchor rods based on their understanding of the actual situation of the rock and soil during excavation, maximize the reinforcement effect, and promptly deal with geological hazards discovered during excavation to ensure the stability and durability of the subway structure. In addition, in terms of cost control, this method can optimize the layout of anchor rods according to actual needs, reduce material waste, and reduce the cost of later repairs. At the same time, it effectively prevents accident risks and avoids high losses caused by accidents.

[0041] In the present invention, the anti-uplift support system for subway expansion dynamically adjusts the number of anchor rods inserted and the initial insertion depth according to the number and deformation rate of the analysis area that does not meet the expansion stability conditions through the feature analysis module, thereby realizing accurate support design. This design not only improves the flexibility and adaptability of the support system, but also can effectively cope with various complex working conditions and ensure the safety and stability of the construction process. During the implementation process, the initial insertion depth is determined according to the difference in the direction that does not meet the preset deformation rate. This dynamic adjustment mechanism ensures the flexibility and adaptability of the support system and can effectively cope with various complex working conditions.

[0042] In detail, the anti-uplift support module determines the central anchor according to the scope of the current excavation area and the number of anchors included in the current excavation area. The anti-uplift support module determines the prestress of each anchor rod according to the relative position relationship between each anchor rod and the central anchor rod, the height change of each anchor rod, and the deformation rate.

[0043] In this embodiment, after the anchor rod is installed, the anchor rod is tensioned by tensioning equipment such as a jack. In actual scenarios, the tensioning head of the jack is connected to the exposed end of the anchor rod, and tension is gradually applied according to the determined stress value of the prestress of each anchor rod, so that the anchor rod produces elastic deformation, thereby applying prestress to the rock and soil. After the tensioning is completed, the anchor rod is locked by an anchor so that the prestress can be maintained for a long time, thereby resisting the uplift deformation in the subway area.

[0044] The initial prestress is determined based on the average value of the initial prestress in historical data under the same geological conditions. The initial prestress is the prestress when the central anchor is inserted.

[0045] During implementation, statistics are taken on the anchor rods installed in the current expansion and excavation area, and the specific position of each anchor rod is recorded. If the number of anchor rods is odd, the middle anchor rod is the center anchor rod. If the number of anchor rods is even, the two middle anchor rods are both center anchor rods.

[0046] The prestress of each anchor rod is negatively correlated with the distance from the central anchor rod, that is, the greater the distance, the smaller the stress, and the prestress of each anchor rod is positively correlated with the deformation rate.

[0047] In this embodiment, the prestress of the non-central anchor is determined by multiplying the prestress of the central anchor by the relative distance ratio between the anchor and the central anchor, plus 1 plus the difference between the effective deformation rate and the preset deformation rate.

[0048] The effective deformation rate is determined by the direction where the difference between the deformation rate in that direction and the corresponding standard deformation rate is greater, and the relative distance ratio is determined by the ratio of the distance between the anchor rod and the center anchor rod to the edge of the current excavation area.

[0049] It is understandable that in the subway expansion excavation area, the farther away from the expansion center, the smaller the additional stress affected by the commercial building load and the subway expansion construction. According to the stress diffusion principle in soil mechanics, the additional stress gradually decreases with the increase of depth and horizontal distance. Therefore, from the perspective of resisting additional stress, the farther the anchor rod is from the expansion center, the smaller the prestress required. At the same time, the disturbance of the stratum by the subway expansion construction is the strongest in the area close to the expansion center, and the degree of disturbance gradually decreases with the increase of distance. The rock and soil structure near the center is more severely damaged, and the mechanical properties are more obviously reduced. Larger prestressed anchor rods are needed to reinforce it in order to restore and improve the bearing capacity and stability of the rock and soil. In the area far from the expansion center, the rock and soil is relatively less disturbed and its own stability is relatively good, so the prestress required for the anchor rod is also relatively small. In addition, in order to ensure the overall stability of the commercial building and subway structure, it is necessary to control the deformation coordination of the entire area. In the area close to the expansion center, due to the large load and disturbance, the deformation is relatively large, and anchor rods with larger prestress are needed to limit the deformation. In places far away from the construction center, the deformation is relatively small, and the anchor rods only need to apply a smaller prestress to meet the deformation coordination requirements.

[0050] The greater the deformation rate, the worse the stability of the rock mass and the higher the potential deformation risk. It is necessary to apply a larger prestress as soon as possible to constrain the deformation of the rock mass, prevent further deformation, and avoid adverse effects on commercial buildings and subway structures. By increasing the prestress of the anchor rod, the deformation resistance of the rock mass can be quickly and effectively improved, and the deformation rate can be controlled. A larger deformation rate means that the rock mass is subjected to a larger force. In order to resist these forces, the anchor rod needs to provide a larger anchoring force. According to Hooke's law, the prestress of the anchor rod is proportional to the elongation of the anchor rod, and the elongation of the anchor rod is related to the anchoring force it provides. Therefore, in order to provide sufficient anchoring force when the deformation rate is large, it is necessary to increase the prestress of the anchor rod. Applying prestress in a positive correlation with the deformation rate can enable the anchor rod to better follow the deformation of the rock mass and play an effective support role.

[0051] In detail, the anti-uplift support module determines the stress change amount according to the prestress difference determined in two adjacent current expansion and excavation areas.

[0052] See also Figure 4 As shown, it is a logic diagram of whether the current stress compensation meets the standard in an embodiment of the present invention, and the data recording module determines whether the current stress compensation meets the standard according to the prestress of each anchor rod in the subway influence area corresponding to the current expansion and excavation area and the corresponding stress change; If the stress change amount is greater than the stress compensation amount, it is determined that the current stress compensation does not meet the standard; If the stress variation is less than or equal to the stress compensation amount, it is determined that the current stress compensation meets the standard and is recorded as effective prestress.

[0053] During implementation, as further excavation of the current civil engineering excavation area is monitored, the stress that needs to be applied to the anchor rod for each monitoring is different. The stress of the anchor rod determined after each monitoring is the prestress. For the same anchor rod, the difference between the prestress determined in the previous monitoring is the stress change.

[0054] The integrated database generates and establishes a stress compensation model based on the prestress and stress variation of each anchor obtained from each monitoring. The data processing and analysis process is existing technology and will not be described in detail here.

[0055] In this embodiment, the expected stress for the next monitoring is obtained according to the stress compensation model, and the stress compensation amount is the difference between the expected stress and the current stress.

[0056] In detail, the data recording module stores the effective prestress and corresponding deformation information corresponding to the stress compensation that does not meet the standard into the integrated database and replaces the original prestress data as the initial selection for determining the stress compensation amount for subsequent deformation information of the same subway affected area.

[0057] In practice, updating the model by re-determining the effective prestress can improve the expected accuracy of the model and facilitate reducing the error of stress application.

[0058] In detail, the anti-uplift support module determines that the data recording module completes the deformation information and stress compensation amount recording of the current subway affected area under the condition that the effective prestress is used several times in a row to determine the stress compensation amount as the prestress.

[0059] In implementation, it is preferred that when the effective prestress is used for more than 7 consecutive times to determine the stress compensation amount as the prestress, it is determined that the data recording module has completed recording.

[0060] It is understandable that when digging foundation pits, different stages are usually involved and different soil materials are used. Therefore, when the compensation of at least seven parts is continuously guaranteed to be within the range, the subsequent repeated digging process can be judged as no other factors interfering with the stress compensation model and being within the normal range of model processing. However, in actual situations, to ensure safety, the prestress after each monitoring is not repeatedly calculated, but the deformation information of the subway affected area needs to be continuously monitored to ensure the safety of normal subway operation, while reducing the computing power of the system and improving the processing speed of other data.

[0061] The data recording module of the anti-uplift support system used in subway construction has the ability to intelligently determine whether stress compensation meets the standards. By comparing the stress change and the stress compensation, it accurately determines and records the effective prestress, providing a reliable basis for subsequent work. As the excavation progresses, the anchor stress is different each time. The stress compensation model is generated using the data obtained from each monitoring. The expected stress can be obtained according to the model, so as to accurately calculate the stress compensation amount. If the stress compensation does not meet the standards, the effective prestress and deformation information will be stored in the integrated database and the original data will be updated, thereby continuously optimizing the model, improving the expected accuracy, and reducing the stress application error. In addition, when the anti-uplift support module uses the effective prestress to determine the stress compensation amount as the prestress for several consecutive times, the data recording module is determined to complete the stress and compensation record of the deformation information of the current subway affected area. This can not only ensure that the stress compensation model is in the normal range under different construction stages and different soil material usage conditions, but also reduce unnecessary repeated calculations, reduce system computing power consumption, and improve the processing speed of other data under the premise of ensuring safety, while ensuring the safety of subway operation and achieving efficient operation of the system.

[0062] In detail, the warning module determines whether to issue an emergency anti-uplift compensation warning based on the standard height change of each anchor rod and the deformation rate of the subway-affected area combined with the maximum value of deformation allowance; If the height changes of the anchor rods are greater than the corresponding standard height changes, or the expected deformation of the subway affected area is greater than the maximum allowable deformation, the warning module determines to issue an emergency anti-uplift compensation warning.

[0063] In implementation, the expected deformation is determined based on the deformation rate and the time interval between the next monitoring. The maximum allowable deformation is determined based on construction regulations. If the displacement of the anchor exceeds 2 mm / d, it is determined that an emergency anti-uplift compensation warning needs to be issued.

[0064] In the present invention, the expected deformation is determined by the deformation speed and the time interval between the next monitoring, so that the early warning judgment is more in line with the dynamic changes of the actual situation; the maximum allowable deformation is determined according to the construction regulations, which ensures the standardization and authority of the judgment standard. In addition, a clear early warning threshold is set for the displacement of the anchor rod, so that abnormal conditions can be detected at the first time and early warnings can be issued in time, which provides strong support for the safety of subway expansion and construction, effectively reduces the safety risks caused by anti-uplift problems, and ensures the smooth progress of the project.

[0065] Finally, it should be noted that the above embodiments are only used to illustrate the technical solutions of the present invention, rather than to limit it. Although the present invention has been described in detail with reference to the aforementioned embodiments, those skilled in the art should understand that they can still modify the technical solutions described in the aforementioned embodiments, or make equivalent replacements for some of the technical features therein. However, these modifications or replacements do not deviate the essence of the corresponding technical solutions from the spirit and scope of the technical solutions of the embodiments of the present invention.

Claims

1. An anti-uplift support system for subway construction, characterized in that: include: A geological model analysis module is used to determine the subway influence area corresponding to the current expansion and excavation area, and to obtain deformation information of the subway influence area, including the maximum allowable deformation value, deformation rate, deformation amount, and height change of each anchor in the excavation area; A feature analysis module, which is connected to the geological model analysis module and is used to perform feature comparison analysis on the deformation information of the subway affected area and preliminarily determine the insertion position and insertion depth of the anchor rod; An anti-uplift support module, which is connected to the geological model analysis module and the characteristic analysis module respectively, and is used to preliminarily determine the prestress and stress variation of each anchor according to the position of the central anchor in the current excavation area combined with the deformation information, and determine the stress compensation amount according to the effective prestress in the historical data; A data recording module, which is respectively connected to the geological model analysis module, the anti-uplift support module and the feature analysis module, and is provided with an information acquisition database, an adjustment database and an integration database; the information acquisition database is used to store the extension and excavation area determined by each extension and excavation and the corresponding deformation information and the preliminary insertion information of the anchor rod, the adjustment database is used to store the prestress and stress variation of each anchor rod, and the integration database is used to establish a stress compensation model according to all the deformation information, prestress and stress variation, and store the effective prestress and the corresponding deformation information; The early warning module is connected to the geological model analysis module and is used to issue an emergency anti-uplift compensation early warning when abnormal changes in the height of the anchor rod or abnormal deformation rate in the subway affected area are detected.

2. The anti-uplift support system for subway construction according to claim 1, characterized in that: The geological model analysis module includes: The surface monitoring unit is used to monitor the deformation position of the entire subway area, determine the subway impact area in combination with the current expansion and excavation area, and obtain the maximum allowable subway deformation and deformation rate in the subway impact area; An anchor monitoring unit is connected to the surface monitoring unit and is used to monitor the height change of the anchor in the current excavation area.

3. The anti-uplift support system for subway construction according to claim 2 is characterized in that: The feature analysis module divides the subway impact area into a number of identical analysis areas, and screens out analysis areas that do not meet the expansion and construction stability conditions; The expansion stability condition is that the deformation rate is lower than a preset deformation rate and the height change of each anchor rod is within the allowable range of height change.

4. The anti-uplift support system for subway construction according to claim 3 is characterized in that: The feature analysis module determines the number of anchor rods to be inserted according to the number of analysis areas that do not meet the expansion stability condition; The feature analysis module determines the initial insertion depth according to the deformation rate of the analysis area that does not meet the extension stability condition.

5. The anti-uplift support system for subway construction according to claim 4, characterized in that: The anti-uplift support module determines the central anchor according to the scope of the current excavation area and the number of anchors included in the current excavation area. The anti-uplift support module determines the prestress of each anchor rod according to the relative position relationship between each anchor rod and the central anchor rod, the height change of each anchor rod, and the deformation rate.

6. The anti-uplift support system for subway construction according to claim 5, characterized in that: The anti-uplift support module determines the stress variation according to the prestress difference determined in two adjacent current expansion and excavation areas.

7. The anti-uplift support system for subway construction according to claim 1, characterized in that: The data recording module determines whether the current stress compensation meets the standard according to the prestress of each anchor rod in the subway influence area corresponding to the current expansion and excavation area and the corresponding stress change; If the stress change amount is greater than the stress compensation amount, it is determined that the current stress compensation does not meet the standard; If the stress variation is less than or equal to the stress compensation, it is determined that the current stress compensation meets the standard and is recorded as effective prestress.

8. The anti-uplift support system for subway construction according to claim 1, characterized in that: The data recording module stores the effective prestress and corresponding deformation information corresponding to the stress compensation not meeting the standard into the integrated database and replaces the original prestress data as the initial selection for determining the stress compensation amount for subsequent deformation information of the same subway affected area.

9. The anti-uplift support system for subway construction according to claim 1, characterized in that: The anti-uplift support module determines that the data recording module completes the deformation information and stress compensation amount recording of the current subway affected area under the condition that the effective prestress is used several times in succession to determine the stress compensation amount as the prestress.

10. The anti-uplift support system for subway construction according to claim 9, characterized in that: The warning module determines whether to issue an emergency anti-uplift compensation warning based on the standard height change of each anchor rod and the deformation rate of the subway-affected area combined with the maximum deformation allowance; If the expected deformation of the subway affected area is greater than the maximum allowable deformation value, the early warning module determines to issue an emergency anti-uplift compensation early warning.

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