A metro tunnel deformation analysis, repair and observation method and its repair system

Abstract

This invention discloses a method and system for deformation analysis, repair, and observation of subway tunnels. The method includes: S1 using air-coupled radar, a cross-section scanner, and high-definition camera equipment to perform full-section scanning of tunnel segments and acquire data on voids, deformation, cracks, and water leakage; S2 constructing a data-driven evaluation model; S3, based on the classification results, reinforcing the soil using micro-disturbance synchronous grouting, high-pressure jet grouting piles, or anchor grouting, and reinforcing the deformed tunnel segments with a composite cavity structure; S4 adjusting stress balance through finite element simulation and implementing repair; S5 setting up long-term displacement monitoring points and conducting re-inspection with air-coupled radar to form a closed-loop observation system. The repair system consists of a micro-disturbance high-pressure jet grouting module and a synchronous grouting module, integrating functions such as grout supply, waste liquid recovery, closed-loop control, and remote monitoring, enabling efficient and low-interference operational repairs during subway nighttime service windows. This invention overcomes the problems of large disturbances and inaccurate repairs associated with traditional grouting methods and is applicable to both operational and non-operational subway tunnels.

Description

Technical Field

[0001] This invention relates to the fields of tunnel engineering technology and underground structure repair, specifically a method and system for deformation analysis, repair, and observation of subway tunnels. Background Technology

[0002] Subway tunnels, as the main arteries of urban underground transportation, play an irreplaceable and crucial role in the normal operation of cities and the daily travel of residents. However, because subway tunnels often exhibit a "V" shape, high at both ends and low in the middle, especially when the ends traverse different geological strata, the bottom area of ​​the "V" is likely to be located in unstable strata. Consequently, some subway tunnels experience varying degrees of settlement over time after construction. These problems not only threaten the structural stability of the tunnel itself but also seriously affect the operational safety of subway trains. For example, in some soft soil areas, subway tunnels designed for a 100-year lifespan have already shown settlement of tens of centimeters or even hundreds of centimeters in less than ten years after entering service. This cumulative settlement has led to track irregularities, and in some areas, trains failing to make contact with the overhead contact line, among other problems affecting normal train operation and the overall safety of the tunnel.

[0003] In terms of the above phenomena, the main reasons, from a macroscopic perspective, are the combined effects of the tunnel's own weight, the soil's compressive force on the tunnel, the tunnel's own buoyancy, and changes in the surrounding environment. First, the tunnel structure itself has a certain weight, which, over a long period, acts on the soil, causing compaction deformation and ultimately leading to tunnel settlement. This compaction deformation is essentially the release and transformation of the tunnel's gravitational potential energy within the soil, causing changes in the soil's internal energy and resulting in downward displacement. Especially for deeply buried tunnels, the weight of the overlying soil is considerable, and this gravitational load creates downward stress in the soil at the tunnel bottom. As depth increases, the soil's compressive deformation also increases, causing tunnel settlement. This settlement process can be viewed as a dynamic process of continuously converting gravitational potential energy into soil deformation energy, which is particularly pronounced in soft soil layers or subsurface layers with high water content, because these layers have higher compressibility and relatively weaker compressive strength.

[0004] Secondly, the stress accumulation on the soil during tunnel excavation, as well as the release and transformation of the tunnel's gravitational potential energy on the soil, alters the stress state of the surrounding soil, resulting in uncertain compressive forces exerted by the soil on the tunnel. These compressive forces can cause tunnel convergence, uplift, or localized deformation. As the tunnel continues to compress the soil, the soil's stress state changes. When the compressive force exceeds the soil's shear strength, plastic deformation occurs, causing the surrounding soil to move relative to the tunnel, thus deforming the tunnel structure. In this process, the compressive force "does work" on the tunnel structure, changing the total potential energy of both the soil and the tunnel structure, ultimately leading to tunnel deformation.

[0005] Furthermore, regarding the deformation, settlement, and displacement of subway tunnels, the problems of axial misalignment and radial elliptical deformation are particularly prominent. The formation of axial misalignment is mainly attributed to uneven longitudinal stress on the tunnel. When a train travels at high speed on the track, it generates a powerful impact force, which is transmitted along the track to the tunnel lining structure. If there is a geological transformation or weak stratum at the bottom of the tunnel foundation, or if uneven settlement has occurred due to long-term pressure, the deformation of the lining in some sections will be greater under repeated impact forces, resulting in uneven, misaligned displacements along the tunnel axis. In actual cases, the axial misalignment of some tunnels has reached several centimeters, seriously affecting train operation safety.

[0006] Radial elliptic deformation is largely caused by the complexity of the surrounding geological environment and the long-term effects of external loads. In soft soil and sandy strata, the bearing capacity of the strata themselves is regionally uncertain and highly discrete. When the surrounding strata are affected by factors such as changes in groundwater levels and construction work, the distribution of ground pressure changes, exerting uneven radial forces on the tunnel. Furthermore, vibrations generated during train operation also exert a certain degree of combined force on the tunnel. Under the combined effect of these complex factors, the circular cross-section of the tunnel gradually deforms, exhibiting an elliptical shape. For example, in some sandy soil strata, the radial deformation of the tunnel has reached several centimeters, leading to problems such as elliptic deformation and water seepage. Simultaneously, the intensification of elliptic deformation changes the distance between the train's electrical contact wire and the train, affecting the safety of train operation.

[0007] Currently, the methods for repairing settlement and deformation problems in subway tunnels have certain limitations. Traditional repair methods often involve low-pressure double-liquid grouting around the tunnel (especially on both sides) and adding rigid support rings to the inner wall of the tunnel. These repair methods only reinforce the tunnel itself to improve local deformation, without improving the connection between the tunnel and the soil or the properties of the soil itself. Furthermore, adding rigid support rings inside the tunnel may not be sufficient to resist the deformation of the tunnel itself under certain conditions (such as in soft soil areas).

[0008] In summary, current traditional repair methods cannot fundamentally solve the problem of continuous settlement and deformation of tunnels within the soil. Furthermore, due to the lack of scientific and precise detection methods in the early stages of repair work, it is difficult to accurately control the stress balance inside the tunnel during the repair process, which may lead to new tunnel structural problems. Summary of the Invention

[0009] This invention aims to overcome the shortcomings of existing traditional subway tunnel repair methods and proposes a repair method that can improve the connection between the tunnel and the soil and enhance the stability of the tunnel itself. This repair method combines precise preliminary detection and simulation assessment to achieve efficient, accurate, and rapid repair, ensuring the stability of the tunnel structure. This repair method is applicable to both operational and non-operational subway tunnels. Through innovative equipment integration and intelligent control technology, it achieves efficient and accurate repair of axial stepped misalignment and radial elliptical deformation problems in subway tunnels. At the same time, it ensures that the construction process minimizes interference with subway operations. For operational subway tunnels, the repair process is carried out without affecting normal operations, utilizing the time between the last subway train leaving at night and the next day's inspection train departure to complete the detection, assessment, and maintenance work in stages.

[0010] To achieve the above objectives, the present invention is implemented as follows: A method for deformation analysis, repair, and monitoring of subway tunnels, including: S1. Scan and detect the segments of the entire tunnel to obtain status data of the tunnel as a whole and each segment; S2. Based on the obtained tunnel and segment status data, assess the overall condition of the tunnel and segments, and identify the locations of segments that need repair. S3. Develop a repair plan; S3.1 To address the settlement problem of tunnels, the following single or combined methods are used to enhance the connection between the soil and the tunnel and stabilize the tunnel: Regional micro-disturbance grouting is carried out simultaneously into the soil below the tunnel; Micro-disturbance high-pressure jet grouting piles are installed radially outward into the soil inside the tunnel; Anchor bolts are installed radially outward into the soil inside the tunnel and then grouted for anchoring. S3.2. To address the tunnel deformation problem, firstly, a composite cavity structure is used to reinforce the unstable segments, and then the segments with leakage, cracking, and slab breakage are repaired or replaced. S3.3 Simulate the repair scheme, analyze the stress and stress conditions of the repaired tunnel segments, and adjust the stress balance of the repair scheme according to the stress and stress conditions. That is, when necessary, while grouting the soil below the tunnel in a regional synchronous manner, the tunnel segments are radially reinforced by symmetrical pile setting. S4. Implement the repair work according to the adjusted repair plan; S5. Establish an observation system; S5.1 Set up long-term displacement monitoring points on the repaired or reinforced tunnel segments to monitor, record and report the displacement of the tunnel segments in real time. S5.2. Periodically use air-coupled radar to inspect the repaired or reinforced tunnel segments to evaluate the reinforcement effect in stages.

[0011] In S1 of the above-mentioned deformation analysis, repair and observation method for subway tunnels, the method for scanning and detecting the segments of the entire tunnel is as follows: a comprehensive inspection vehicle runs along the entire tunnel, and the air-coupled radar, cross-section scanner and high-definition camera equipment on the comprehensive inspection vehicle are used to scan the segments of the tunnel one by one to obtain data on voids, non-compact areas, lining deformation indicators, cracks and water leakage points behind the segments, that is, the status data of the entire tunnel and each segment.

[0012] In S2 of the above-mentioned deformation analysis, repair, and observation methods for subway tunnels, the steps for assessing the overall tunnel and segment condition include: S2.1 Build an evaluation model and data analysis system; S2.2 Import the status data of the entire tunnel and each segment obtained in S1 into the data analysis system; S2.3. Use assessment models and data analysis systems to determine the vital health indicators of each tunnel segment, conduct graded assessments according to different levels, and formulate corresponding repair plans.

[0013] In S3 of the above-mentioned methods for deformation analysis, repair, and observation of subway tunnels, when formulating a repair plan, the repair plan is simulated and stress balance is adjusted after pile installation to address the tunnel deformation problem. The repaired tunnel segments are analyzed for cross-sectional faults at the repaired locations, and radial stress analysis is performed based on finite element analysis software. The repair plan is adjusted according to the deformation situation. Regarding the tunnel settlement problem, the compressive strength of the soil after regional synchronous grouting is analyzed based on finite element analysis software to determine whether it meets the load requirements of the tunnel segments after pile installation.

[0014] The deformation analysis, repair, and observation method for subway tunnels proposed in this invention has the following significant advantages and beneficial effects compared with traditional repair methods: A) Comprehensive deformation analysis and precise repair: This invention, through steps S1-S2, utilizes advanced scanning and detection equipment and technology to comprehensively and accurately acquire the status data of tunnels and tunnel segments. Furthermore, it uses a constructed evaluation model to quantitatively assess and classify the condition of the tunnel segments. This allows for targeted repair work, avoids blind construction, and improves the accuracy and effectiveness of repairs.

[0015] B) Targeted solutions to settlement and deformation problems: To address tunnel settlement, this invention employs a combination of regional synchronous grouting and jet grouting or anchoring techniques to effectively improve the soil's compressibility and the connection between the tunnel and the soil. For tunnel deformation, unstable segments are first reinforced before repairing or replacing damaged segments, and stress balance adjustments are made to the repair plan through simulation analysis. These measures systematically and comprehensively solve the problems of tunnel settlement and deformation, improving the tunnel's stability and service life.

[0016] C) Innovative micro-disturbance synchronous grouting technology: This invention employs a micro-disturbance synchronous grouting module, which uses a closed-loop controller and sensors to monitor the pressure, flow rate, and tunnel status in real time during the grouting process. Based on the feedback information, the grouting parameters are precisely adjusted to ensure the stability and accuracy of the grouting process, achieving the tunnel treatment requirements according to the design goals and avoiding grouting failure caused by uneven grouting.

[0017] D) Efficient integrated repair and observation process: From deformation analysis to repair work, and then to the establishment of a subsequent monitoring system, this invention forms a complete process. Through long-term displacement monitoring points and periodic air-coupled radar detection, the tunnel status can be monitored in real time, problems can be detected in a timely manner, and measures can be taken to ensure the long-term safe operation of the tunnel.

[0018] E) Low disruption to subway operations: This invention is particularly applicable to operational subway tunnels, allowing the repair process to be carried out without disrupting normal operations. Each stage of the repair process (including detection, assessment, and maintenance) can be implemented independently, with the work content and timeline of each stage planned to ensure efficient completion within a limited timeframe, avoiding the impact of prolonged continuous construction on subway operations. Furthermore, this invention employs modular and integrated detection and repair equipment, which offers the advantage of rapid deployment, enabling quick installation and commissioning, thus saving valuable time for repair work. In addition, repair work is scheduled during the subway's operational "window period," specifically the limited time between the last subway train leaving each evening and the departure of the inspection train the following day. This timeframe ensures that repair work does not affect daily subway transport services. Through advanced monitoring systems and control algorithms, the construction process is precisely controlled, reducing construction errors and unnecessary operational steps, further shortening construction time while ensuring construction quality, enabling the tunnel to quickly return to operational conditions.

[0019] To adapt to different geological conditions and tunnel defects, the present invention further refines each step of the above-mentioned methods for deformation analysis, repair, and observation of subway tunnels: In the above-mentioned method for deformation analysis, repair and observation of subway tunnels, in S1, the air-coupled radar is installed on a mobile inspection vehicle and travels at a constant speed of 15-60km / h along the tunnel track. By emitting high-frequency electromagnetic waves and receiving reflected echoes, the radar accurately determines whether there are voids or non-dense areas behind the tunnel segments based on the time, amplitude and phase characteristics of the echoes. The cross-section scanner uses the principle of laser ranging. It emits a laser beam to the surface of the tunnel lining by rotating the scanning head and receives the reflected light to obtain the three-dimensional coordinate information of each point on the lining surface. After selecting a reference point in the tunnel for precise calibration, multiple scanning points are arranged on the tunnel cross-section at certain intervals. Each scan obtains a complete tunnel cross-section contour data. By comparing and analyzing the cross-section data at different locations, key indicators, including the deformation amount and deformation rate of the lining, are accurately calculated. The high-definition camera equipment has high-resolution imaging capabilities. Through multi-angle and multi-directional shooting, it ensures that there are no blind spots on the surface of the pipe segment. Combined with image analysis software, it measures the length and width parameters of cracks, records the location and direction of cracks, observes the severity of water leakage and marks the specific location. At the same time, it combines time series shooting to monitor the development and changes of cracks and water leakage.

[0020] The aforementioned methods for deformation analysis, repair, and monitoring of subway tunnels, in S2, also include... S2.1.1 Define evaluation indicators: Based on professional knowledge of tunnel engineering, determine the key indicators that affect the life and health of the tunnel segments, including but not limited to deformation, crack width, water leakage degree, and concrete strength; S2.1.2 Weight Allocation: Based on a large number of actual engineering cases, analyze the impact of each evaluation index on the safety and operational performance of the tunnel structure, assign reasonable weights to each index, with weight values ​​between 0 and 1, and the sum of all weights equals 1; S2.1.3. Constructing the Initial Model: Based on professional knowledge and experience in tunnel engineering, construct the initial framework of the evaluation model, clarifying the model's inputs (including each evaluation index and its weight) and outputs (including the quantitative values ​​of the segment's service status and the mathematical relationships between them); the mathematical expression of the evaluation model is: Where H represents the quantitative value of the vital health indicators of the pipe segment; w i x represents the weight of the i-th evaluation indicator; i x represents the value of the i-th evaluation indicator; i,max This represents the maximum allowable or reference value for the i-th evaluation indicator; n represents the total number of evaluation indicators. S2.1.4 3D Geometric Modeling: Use BIM software to create a 3D geometric model of the tunnel, including the tunnel lining, segments, and surrounding soil and rock structure; ensure that the geometric dimensions and material properties of the model are consistent with the actual project. S2.1.5 Data Collection and Preprocessing: Collect segment status data from tunnel scanning and detection, including deformation, crack width, leakage location, geological survey data, and historical maintenance records; clean and normalize these multi-source heterogeneous data, remove outliers and noise data, and unify data format and dimensions; S2.1.6 Data Mining and Feature Extraction: Using data mining algorithms to identify potential patterns and key features in the data, including grouping tunnel segments with similar defect characteristics into one category and extracting features that have a significant impact on the health status of the tunnel. S2.1.7 Machine Learning-Assisted Modeling: Using machine learning algorithms to learn and train the processed data, establish a mapping relationship between the data and the tunnel state, optimize the parameters of the evaluation model, and improve the accuracy and generalization ability of the model. S2.2 Import the overall tunnel and segment status data obtained in S1 into the data analysis system: S2.2.1 Data Import: Import the processed tunnel and segment status data into the data analysis system to ensure the integrity and accuracy of the data; S2.2.2 Data Fusion: Utilizing data fusion algorithms within the data analysis system, multi-source heterogeneous data are deeply fused to form a unified dataset. The specific process includes: S2.2.2.1 Data Format Conversion: Convert data from different sources, including scanning and exploration data, geological survey data, and historical maintenance records, into a unified data format for subsequent processing. S2.2.2.2 Spatial Registration and Coordinate Unification: For data with spatial attributes, including tunnel scanning data and geological data, spatial registration technology is used to unify the coordinate systems of different data sources into the same geographic coordinate system to ensure the geometric consistency of the data. S2.2.2.3 Time Series Synchronization: For time series data, including long-term monitoring data, timestamp alignment is used to synchronize data of different frequencies and time points to the same time series for time-dimensional analysis. S2.2.2.4 Feature Extraction and Selection: Extract features related to the condition of tunnel segments from multi-source data, including deformation features and crack features, and select the most valuable features for evaluation based on correlation analysis; S2.2.2.5 Feature Matching and Fusion: Feature matching algorithms are used to match and fuse features from different data sources to form a unified feature set; S2.2.2.6 Application of Fusion Algorithm: The data fusion algorithm is used to fuse the matched features to generate a unified dataset, thereby improving the accuracy and reliability of the data; S2.2.2.7 Quality Assessment and Feedback: Conduct a quality assessment of the fused data to check its consistency, completeness, and accuracy; provide feedback and optimize the fusion process based on the assessment results to ensure that the data quality meets the requirements of the assessment model; S2.3. Determine the vital health indicators of each tunnel segment using assessment models and data analysis systems: S2.3.1 Model Application: Substitute the fused data into the optimized evaluation model for calculation to obtain the quantitative value of the service status of the tunnel segment; S2.3.2 Grading Assessment: Based on the quantitative values, the service status of the tunnel segments is divided into five levels: Grade A (Good Condition), Grade B (Minor Defects), Grade C (Moderate Defects), Grade D (Severe Defects), and Grade E (Dangerous Condition). S2.3.3, Develop repair recommendations: Develop corresponding repair recommendations for each level; S2.4 Simulation and Optimization: S2.4.1 Finite Element Simulation: Import the three-dimensional geometric model into the finite element analysis software, perform mesh generation, add boundary conditions and loads, and simulate the stress distribution and deformation of the tunnel under different repair schemes; S2.4.2 Scheme Evaluation: Evaluate the effectiveness of the repair scheme based on the simulation results, and analyze whether the repaired tunnel meets the requirements of structural safety and operational performance; S2.4.3 Optimization and Adjustment: Based on the simulation evaluation results, the repair plan is optimized and adjusted, such as adjusting parameters like grouting pressure and jet grouting pile spacing, to ensure the rationality and effectiveness of the repair plan.

[0021] The aforementioned methods for deformation analysis, repair, and monitoring of subway tunnels, in S3, also include: S3.1.1. The soil outside the tunnel segments is reinforced by using micro-disturbance synchronous grouting, micro-disturbance high-pressure jet grouting piles, or grouting anchoring. S3.2.1. Reinforcement of unstable tunnel segments using a composite cavity structure; S3.2.2. Use new high-performance repair materials to repair leaking and cracked pipe segments, and use special repair processes and high-performance materials to repair missing pipe segments; S3.3.1 In the stress balance adjustment stage, when the tunnel segments show radial or axial stress imbalance through strain gauge deformation and other detection results, depending on the specific location of the stress imbalance, radially added micro-disturbance high-pressure jet grouting piles are used to strengthen the connection between the tunnel body and the soil, so that the force on the tunnel is evenly distributed and the tunnel is stabilized. The radial micro-disturbance high-pressure jet grouting piles are used to increase the reaction force in the tunnel deformation area, thereby balancing the stress distribution on both sides of the tunnel deformation area and strengthening the connection between the tunnel and the surrounding soil, reducing the relative displacement of the tunnel, and preventing the tunnel from further deforming or settling due to stress imbalance. The specific stress balance adjustment steps include: S3.3.1.1 Data Import and Model Update: Import the segment health indicators, service status quantification values, and graded assessment results obtained from the evaluation model in step S2 into the finite element analysis software. Combine the three-dimensional geometric model to update the material properties and boundary conditions of the model to ensure that the model can accurately reflect the current actual state of the tunnel. S3.3.1.2 Initial Repair Scheme Simulation: Based on the established repair scheme, corresponding repair measures are applied in the finite element analysis software, including grouting pressure, flow rate, location and quantity of jet grouting piles, anchor specifications and spacing, etc., to simulate the stress distribution and deformation of the tunnel after repair. S3.3.1.3 Stress Analysis and Imbalance Identification: By analyzing the simulation results, areas of stress concentration and locations of uneven stress distribution are identified, determining the specific locations and adjustment ranges requiring stress balance adjustment. During this process, the simulation results are verified and analyzed using the stress balance equation. Where σx, σy, and σz are normal stresses; τxy, τyz, and τxz are shear stresses; ρ is the material density; and gx, gy, and gz are the components of gravitational acceleration in each direction. By calculating and verifying the degree to which the above equations are satisfied in the tunnel segments and the surrounding soil, it is determined whether the stress is in equilibrium. S3.3.1.4, Formulation of Adjustment Measures: Based on the stress analysis results, formulate corresponding stress balance adjustment measures. For example, increase the number or strength of jet grouting piles on the side with higher stress, and use radially symmetrical or asymmetrical pile construction to increase the connection force between the tunnel and the soil; or increase the grouting volume in specific areas to improve the compressibility of the soil and balance the stress on the tunnel segments; S3.3.1.5 Simulation and Verification of Adjustment Scheme: The formulated adjustment measures are imported into the finite element analysis software again for simulation to verify whether the adjusted scheme can effectively improve the stress distribution and achieve a stress balance state; the simulation results are verified again using the stress balance equation. If the simulation results show that the stress distribution still does not meet the requirements, the adjustment measures are further optimized based on the new simulation results until the expected stress balance effect is achieved. S3.3.1.6 Final Scheme Determination: Based on the simulation verification results, the final repair scheme is determined, including specific repair measures, construction parameters, and stress balance adjustment measures, providing detailed technical guidance for subsequent repair work.

[0022] The aforementioned methods for deformation analysis, repair, and monitoring of subway tunnels, as described in sections S3.2.1 to S3.2.2, also include: For leaking pipe segments, grouting technology is used to seal the leakage channels. High-polymer chemical grouting materials are selected. By drilling holes at the leakage points, the grouting material is injected into the pipe segment, filling the gaps under pressure and bonding tightly with the pipe segment concrete to form a waterproof sealing layer. For cracked segments, for cracks with a small width, the surface sealing method is used, which involves applying epoxy putty or an equivalent material to seal the surface of the crack; for cracks with a larger width or a deeper depth, the pressure grouting method is used, which involves injecting crack repair adhesive into the crack under pressure to fully fill the crack and bond it firmly, thereby restoring the integrity and load-bearing capacity of the segment. For detached segments, first clean the loose concrete and debris at the detached area to expose a solid base layer. Then, use high-performance materials to repair the detached area. After the high-performance materials are used for construction, timely curing should be carried out to ensure the strength and durability of the repair layer. For segments with unstable deformation, the inner lining adopts a composite cavity structure for comprehensive circumferential and longitudinal reinforcement. The composite cavity structure consists of an outer steel shell, an inner grouting material, and a damping colloid material. First, the outer steel shell is installed inside the segment, and bolts are used to ensure that the steel shell and the segment fit tightly. The steel shells are connected by mortise and tenon joints. Then, the inner grouting material is poured into the steel shell. At the same time, damping colloid material is filled between the steel shell and the concrete to absorb and buffer the energy generated by the deformation of the segment. Multiple reinforcing ribs are set in the circumferential and longitudinal directions to enhance the overall stiffness and load-bearing capacity of the composite cavity structure.

[0023] In this invention, through further in-depth research and technological innovation on the above-mentioned methods for deformation analysis, repair, and observation of subway tunnels, the proposed methods for deformation analysis, repair, and observation of subway tunnels have the following characteristics and advantages: 1) Precise Detection Through Multi-Source Data Fusion: Combining advanced detection technologies such as air-coupled radar, cross-section scanners, and high-definition cameras, comprehensive and high-precision data on tunnel and segment conditions can be acquired. Air-coupled radar uses high-frequency electromagnetic waves to accurately identify cavities and loose areas behind the segments, while the cross-section scanner uses laser ranging to obtain detailed contour data of the tunnel cross-section, and the high-definition camera clearly records cracks and water leakage on the surface of the segments. These technologies complement each other, making the detection results more comprehensive and accurate.

[0024] 2) Data-Driven Intelligent Assessment: An intelligent assessment system based on data mining, machine learning, and finite element analysis has been established. By defining assessment indicators, rationally allocating weights, and combining professional experience to construct an initial model, the 3D geometric model created using BIM software makes the assessment more intuitive and accurate. The data analysis system deeply integrates and processes multi-source heterogeneous data, uncovering potential patterns and achieving quantitative assessment and classification of tunnel conditions, providing a scientific basis for repair work.

[0025] 3) Customized repair strategy: Develop detailed repair plans based on the assessment results. For different types of defects and geological conditions, flexibly adopt technologies such as micro-disturbance synchronous grouting, high-pressure jet grouting piles or grouting anchoring. At the same time, use new high-performance repair materials and special repair processes to repair and reinforce the segments, ensuring the durability and reliability of the repair effect.

[0026] 4) Intelligent Control of Stress Balance: Using finite element analysis software to simulate the implementation effect of the repair scheme, the simulation results are verified and analyzed through stress balance equations to accurately identify areas of stress concentration and uneven distribution. Based on simulation feedback, repair measures are adjusted in real time. Based on real-time monitoring of ground pressure, grouting pressure and flow rate are automatically optimized to achieve stress balance in the tunnel segments and achieve closed-loop control throughout the entire construction process, preventing secondary damage to the tunnel due to stress issues. Adjusting the spacing of jet grouting piles and employing symmetrical and asymmetrical pile construction methods generate a stable reinforcement structure.

[0027] 5) Low-interference and efficient construction: The repair process is simple and fully considers the special needs of subway operation. The entire repair process is independent, making full use of the window of opportunity when the subway is closed at night. At the same time, the modular and integrated equipment has the ability to quickly deploy and operate efficiently, greatly shortening the construction time and reducing the impact on normal subway operation.

[0028] Furthermore, to adapt to the deformation analysis, repair, and observation methods for subway tunnels proposed in this invention, this invention also proposes a repair system for subway tunnels, including a micro-disturbance high-pressure jet grouting module for performing pile repair operations and a micro-disturbance synchronous grouting module for grouting operations; wherein, The micro-disturbance high-pressure jet grouting pile repair module includes a grout supply system, a waste liquid recovery system, a drill rod (8), a data acquisition module (10), and a main control module (20). Through the coordinated operation of the grout supply system, the waste liquid recovery system, the drill rod (8), the data acquisition module (10), and the main control module (20), the drilling, jet grouting, and waste grout return processes in tunnel pile foundation reinforcement are integrated. During the jet grouting pile process, the data acquisition module (10) monitors the pressure inside the pile hole in real time, and the main control module (20) adjusts the amount of grout returned by the waste grout recovery system in real time and accurately according to the data acquisition, so as to ensure that the pressure fluctuation inside the pile hole is smooth and the pressure of the surrounding soil is balanced, thereby achieving the effect of "micro-disturbance" and avoiding secondary damage to the tunnel due to sudden pressure changes and breaking the soil pressure balance. This ensures the quality of pile formation and the effective connection between the pile and the tunnel. In this way, the friction between the pile length and the soil ultimately promotes the pile, the tunnel, and the soil to form a stable state. The micro-disturbance synchronous grouting module includes a closed-loop controller, a pressure and flow dual-liquid pump, a sensor system, a control algorithm unit, a management device, an injection specification registration unit, a unit pump and a storage card, a control computer, a variable frequency speed-regulating pump set, a load detection device, a PLC and industrial control computer, and a display device. The closed-loop controller and sensors monitor the pressure and flow rate in real time during the grouting process and adjust the grouting parameters based on feedback information to ensure that the grouting pressure and flow rate meet predetermined values. By arranging multiple grouting points below the tunnel and grouting synchronously, uniform reinforcement of the regional soil below the tunnel is ensured, reducing tunnel deformation caused by uneven grouting. The variable frequency speed-regulating pump set and flow pressure gauge precisely control the grouting pressure and flow rate to adapt to different geological conditions. The PLC and industrial control computer enable automated operation, improving grouting efficiency and quality and enhancing the soil's compressibility.

[0029] The aforementioned repair system for subway tunnels includes a regional synchronous soil grouting method for the micro-disturbance synchronous grouting module, comprising: A1. Real-time monitoring of pressure and flow during the grouting process using a closed-loop controller and sensors, and adjustment of grouting parameters based on feedback information; A2. Utilize multiple sensors to monitor various parameters during the grouting process, such as pressure, flow rate, and displacement, to ensure that the grouting effect meets expectations; A3. Based on the control algorithm, adjust the pressure and flow rate of the grouting pump in real time to adapt to different geological conditions and grouting requirements; A4. By simultaneously grouting at multiple grouting points, uniform reinforcement of the soil in the area beneath the tunnel can be ensured, reducing tunnel deformation caused by uneven grouting. A5. By using the injection specification registration unit and control computer, data during the grouting process is recorded and managed, facilitating subsequent analysis and optimization; A6. Based on the feedback from the load detection device, adjust the speed of the variable frequency speed control pump set to achieve precise control of grouting flow and pressure; A7. Automated operation is achieved through PLC and industrial control computer to improve grouting efficiency and quality.

[0030] The aforementioned repair system for subway tunnels, in the micro-disturbance high-pressure jet grouting module, The grouting system includes a cement storage tank (1), a water storage tank (2), a mixing tank (3), a storage tank (4), and a high-pressure grouting pump (5) for supplying the grout required for grouting. The waste liquid recycling system includes a waste liquid tank (6), a slurry pump and a slurry return device (7), which is used to recycle the waste liquid generated in the pile hole during the operation, and then take it away with the vehicle for secondary treatment, so as not to affect other environments or areas in the tunnel; The drill rod (8) is connected to the grouting system and the waste liquid recovery system, and is used to inject grout into the pile hole and recover waste liquid; the drill rod (8) is connected to the mechanical arm, so that it can rotate 360 ​​degrees along the tunnel radial direction, so that stress balance can be adjusted by radial symmetrical pile making or radial asymmetrical pile making according to the tunnel deformation. The acquisition module (10) includes a pressure gauge (101), a first weight scale (102), a second weight scale (103), and a flow meter (104), which are used to collect information on the pressure inside the pile hole, the weight of cement powder, the weight of water, and the amount of grouting in real time. The main control module (20) is connected to the acquisition module and is used to receive information from the acquisition module and control the operation of the grout supply system and waste liquid recovery system according to the information to maintain the pressure balance inside the pile hole. The above-mentioned repair system for subway tunnels includes a grout return device (7) comprising a sealing device (71), a clamping sleeve (72), a grout return cylinder (73), and a base (74) that are interconnected. Along the length of the drill rod (8), the sealing device (71), the clamping sleeve (72), the grout return cylinder (73), and the base (74) are installed on the drill rod (8) from top to bottom. The base (74) is fixed to the tunnel wall, and the base (74) and the grout return cylinder (73) are connected to the pile hole. The pressure gauge (101) and the grout extraction valve (9) are installed on the grout return cylinder (73).

[0031] The above-mentioned repair system for subway tunnels includes a clamping sleeve (72) comprising a sleeve (721), a radial sealing sleeve (722), and an axial transition sleeve (723) arranged coaxially. The radial sealing sleeve (722) is located inside the sleeve (721), and the axial transition sleeve (723) is located inside the radial sealing sleeve (722). The axial transition sleeve (723) is mounted on the drill rod (8). The radial sealing sleeve (722) and the axial transition sleeve (723) are cylindrical, and the inner wall of the axial transition sleeve (723) is adapted to the shape of the drill rod (8).

[0032] The sealing device (71) includes a housing (711) and a bladder (712) located inside the housing (711), and the housing (711) is also provided with an air injection valve (713). The bladder (712) is fitted onto the drill rod (8).

[0033] The above-mentioned repair system for subway tunnels has an arc-shaped base plate (741) near the tunnel wall of the base (741), which is adapted to the tunnel wall and is bolted to the tunnel wall.

[0034] The above-mentioned repair system for subway tunnels has an intelligent control module (20) that can receive and process various data transmitted from the acquisition module (10), analyze them using a preset algorithm, and generate control commands. The main control module (20) supports remote monitoring, and operators can view the system's operating status in real time through terminal devices, and remotely adjust parameters and troubleshoot faults, thereby improving the system's intelligence level and ease of operation.

[0035] The control process of the waste liquid recovery system in the aforementioned subway tunnel repair system is as follows: Pressure monitoring and feedback: The pressure gauge (101) is installed on the grout return device (7) to collect the pressure information in the pile hole in real time and feed it back to the main control module (20). Dynamic adjustment of grouting volume: After receiving the pressure information, the main control module (20) dynamically adjusts the grouting volume of the grouting pump according to the deviation between the preset pressure value and the actual value. When the actual pressure is lower than the preset value, the grouting is slowed down or stopped; when the actual pressure is higher than the preset value, the grouting is accelerated to ensure that the pressure in the pile hole is stable within the preset range.

[0036] The working principle of the grout supply system in the aforementioned subway tunnel repair system is as follows: Slurry preparation and transportation: Cement storage tank (1) and water storage tank (2) supply cement and water to mixing tank (3). After mixing in mixing tank (3) to form slurry, it is transported to storage tank (4). Finally, the high-pressure grouting pump (5) transports the slurry to drill rod (8) for grouting. Precise grout supply control: The first weighing scale (102), the second weighing scale (103), and the flow meter (104) in the acquisition module (10) monitor the weight of cement powder in the cement storage tank (1), the weight of water in the water storage tank (2), and the grouting volume in the storage tank (4) in real time, respectively. Based on the monitoring data, the main control module (20) precisely controls the delivery volume of cement and water to ensure the accurate proportion and dynamic balance of grout preparation, and to ensure the continuity and stability of the grouting process.

[0037] The repair system for subway tunnels proposed in this invention is specifically designed for implementing the deformation analysis, repair, and observation methods proposed in this invention, and exhibits many significant advantages and features in terms of device structure and working principle: I. Advantages of the Equipment a. Highly integrated and modular design: The micro-disturbance high-pressure jet grouting module integrates key units such as the grout supply system, waste liquid recovery system, drill pipe, acquisition module, and main control module. This integrated design ensures seamless coordination between the various subsystems, achieving a seamless connection throughout the entire process from grout preparation, transportation, grouting to waste liquid recovery, greatly improving construction efficiency. At the same time, the modular structure allows for flexible adjustment and expansion according to actual engineering needs, enabling rapid adaptation to tunnel repair projects of varying scales and complexities.

[0038] b. Powerful data acquisition and intelligent control system: Equipped with an advanced data acquisition module, it can monitor key parameters such as pressure inside the pile hole, grout volume, cement powder weight, and water weight in real time. The main control module uses intelligent algorithms to quickly analyze the acquired data and precisely regulates the operation of the grout supply and waste liquid recovery systems according to preset programs, ensuring stable pressure inside the pile hole. This achieves automation and intelligence in the grouting process, minimizing manual intervention and improving construction accuracy and quality.

[0039] c. Excellent construction flexibility and adaptability: The drill rod can rotate 360° radially along the tunnel via a robotic arm. Combined with the intelligent control function of the main control module, it can flexibly select radially symmetrical or asymmetrical pile driving methods according to the actual deformation of the tunnel. This flexibility allows the repair system to accurately address different geological conditions and tunnel defects, and can implement targeted and effective repairs for both uniform settlement and localized stress concentration problems.

[0040] d. Highly efficient waste liquid recovery and environmental performance: The meticulously designed waste liquid recovery system, through slurry pumps and slurry return devices, can promptly recover waste liquid from the pile holes to the waste liquid tank, effectively preventing waste slurry spillage during construction and pollution of the tunnel environment. This environmentally friendly design not only conforms to the concept of modern green construction but also reduces the amount of post-construction cleanup work and lowers the risk of damage to surrounding facilities during construction.

[0041] e. Remote monitoring and ease of operation: The main control module supports remote monitoring, allowing operators to view the system's operational status in real time via terminal devices, including various construction parameters and equipment operating conditions. This remote monitoring capability enables technicians to promptly identify problems and perform remote parameter adjustments and troubleshooting, greatly improving the convenience and efficiency of construction management. Especially in complex or hazardous environments, it ensures personnel safety while maintaining the continuity of the construction process.

[0042] II. Advantages of the Device Principle a. Precise micro-disturbance grouting principle: The micro-disturbance synchronous grouting module employs a closed-loop controller and sensors to monitor grouting pressure and flow rate in real time, dynamically adjusting grouting parameters based on feedback information. By arranging multiple grouting points beneath the tunnel and achieving synchronous grouting, uniform reinforcement of the soil in the area beneath the tunnel is ensured. This principle effectively solves the problem of controllable tunnel posture during tunnel deformation repair. Furthermore, the parameterized control of variable frequency speed-regulating pump sets and flow pressure gauges enables precise regulation of grouting pressure and flow rate, adapting to various complex geological conditions and allowing the tunnel to achieve its final repair goals.

[0043] b. The construction principle of intelligent jet grouting piles: The micro-disturbance high-pressure jet grouting module acquires key data such as the pressure inside the pile hole in real time through a data acquisition module. The main control module uses this data to precisely adjust the amount of grout returned by the waste liquid recovery system and its effective coordination with the hole sealing device, thereby ensuring smooth pressure fluctuations within the pile hole and stabilizing the target pressure. This intelligent construction principle not only balances the pressure of the surrounding soil, avoiding secondary damage to the tunnel caused by sudden pressure changes, but also significantly improves the quality of pile formation and enhances the effective connection between the pile and the tunnel. By precisely controlling the jet grouting process, a stable integrated structure is formed between the pile, the tunnel, and the soil, effectively improving the tunnel's bearing capacity and stability.

[0044] c. Systematic and modular integrated supporting construction equipment: The necessary conditions for completing this process are: the repair system is highly integrated using only a standard length (13.98 meters or 15 meters) of a single rail flatbed car, and the entire system and repair materials are delivered to the construction site during the tunnel's off-peak hours each evening to carry out the repair work; at the same time, the waste sludge generated during the repair process is collected through the supporting sludge treatment equipment and taken away with the car for secondary treatment, so as not to affect other environments or areas in the tunnel, and to facilitate the rapid commissioning of the work section into operation the next day. Attached Figure Description

[0045] Figure 1 This is a schematic diagram of the treatment process of the method of the present invention.

[0046] Figure 2 This is a schematic diagram of the repair system of the present invention.

[0047] Figure 3 This is a front view of the repair system of the present invention.

[0048] Figure 4 This is a schematic diagram of the tunnel reinforcement system of the present invention.

[0049] Figure 5 This is a schematic diagram showing the use of the grout return device and drill rod in the repair system of the present invention.

[0050] Figure 6 This is a schematic diagram of the slurry return device in the repair system of the present invention.

[0051] Figure 7 yes Figure 6 Sectional view at point AA.

[0052] Figure 8 This is a flowchart illustrating the repair system of the present invention.

[0053] Figure 9 This is a schematic diagram of regional grouting in the method of the present invention. Detailed Implementation

[0054] To further illustrate the technical means and effects of the present invention in achieving its intended purpose, the following detailed description of the specific implementation methods, structures, features, and effects of the present invention, in conjunction with the accompanying drawings and preferred embodiments, is provided below.

[0055] This example describes the southbound track section (K5+380~K5+420) of Metro Line 3 in a certain city, with a total length of 40 m, an outer diameter of 6.2 m, a segment thickness of 0.35 m, and C50 reinforced concrete. The section crosses <4-2> silty clay soil (qv=45 kPa, Es=3.8MPa). Inspections in December 2024 revealed: a maximum track bed settlement of 46 mm, circumferential convergence of 27 mm, 28 circumferential joint seepage points, and 6 instances of rockfall. All remediation work was completed within the nighttime shutdown window of 23:30-04:30 (net work time of 270 min). The specific process is as follows: I. Overview of Technical Processes (e.g.) Figure 1 ) This remediation operation will be carried out in the following order: S1 Detection → S2 Assessment → S3 Repair Plan Development → S4 Repair Operations → S5 Observation. Ensure precise management with a "one plan per area" approach. Nighttime operation window: 23:30-04:30, totaling 270 minutes.

[0056] 1. Stage S1 – High-precision detection; 1.1 Equipment configuration and layout; Comprehensive inspection vehicle: Rail-propelled, maximum speed 30 km / h, equipped with... – Air-coupled radar (400 MHz shielded antenna, 100 kHz sampling frequency, 5 cm longitudinal resolution); – Section scanner (SICK LMS511, 270° scan, point cloud density 0.25° / point, accuracy ±1 mm); – High-definition camera system (4×4K industrial cameras, LED cold light source, 25 fps).

[0057] Calibration: Before entering the work area, coordinate, strength and time synchronization calibration is completed on the known reference ring (K5+350) inside the tunnel.

[0058] 1.2 Exploration operations; The comprehensive inspection vehicle passed through the demonstration section at a constant speed of 15 km / h, and the air-coupled radar collected the back-and-forth waves behind the 39 rings (40 m) of tunnel segments in real time to generate B-scan images; The cross-section scanner acquires a complete cross-section every 0.5 m (81 in total); The high-definition camera system captures 360° images of the inner arc surface of each ring, and AI identifies the crack length, width (accuracy 0.1mm), and location of water seepage.

[0059] 1.3 Data preprocessing; Air-coupled radar: Employs background removal, gain adjustment, and Hilbert transform to extract void and loose areas; Section scanning: The ICP algorithm is used to compare the section with the original design section to calculate convergence and misalignment. Image: Based on the YOLOv8-seg network, cracks and blocks are automatically identified and artifacts are removed.

[0060] 1.4 Detection Results (Excerpt): .

[0061] 2. Phase S2 – Intelligent Assessment (Assessment Model Construction); 2.1 Evaluation indicators: convergence x1, crack width x2, seepage level x3, strength x4, void volume x5; Weights: w=[0.25,0.20,0.20,0.20,0.15] (derived from training on 50 operational tunnel cases); Quantification formula: .

[0062] 2.2 Import the data into the evaluation system for data fusion and calculation; The exploration data, geological reports, and historical maintenance records were cleaned and normalized using Python-pandas; Spatial registration was used to unify radar, cross-section, and image data into the K5+380 local coordinate system; Substitute the data into the assessment model to automatically generate "segment health indicators" and a grading table; among them, ring 82 (H=0.78, grade D) requires composite cavity reinforcement + MJS piles + grouting; ring 83 (H=0.55, grade C) only requires crack sealing; .

[0063] 2.3 Finite element verification; A three-dimensional model was built using ABAQUS, and the repair scheme was verified under the conditions of train live load + earth pressure + water head: the maximum settlement was reduced from 46 mm to 8 mm, the principal stress was reduced from 7.8 MPa to 3.5 MPa, and the safety factor was >2.2.

[0064] 3. Stage S3 / S4 – Equipment arrival and on-site repair; (e.g.) Figures 2-4 ) 3.1 Micro-disturbance high-pressure jet grouting pile repair module a) Slurry supply system Cement storage tank (1) 20 t PO 42.5R, first outlet weighing scale (102) 0-500 kg ±0.5%; Water storage tank (2) 10 m 3 , export second weight scale (103); Mixing tank (3) 500 L / min; Slurry storage tank (4) 2 m 3 Install a flow meter (104) with a flow rate of 0-200 L / min; High-pressure grouting pump (5) 0-40 MPa frequency conversion.

[0065] b) Waste liquid recovery system Waste liquid tank (6) 2 m 3 ; Return slurry device (7): The return slurry cylinder (73) is equipped with a pressure gauge (101) 0-1 MPa ±0.25 %FS and a slurry extraction valve (9); – The sealing device (71) consists of a housing (711) and a bladder (712), and is inflated to 0.25 MPa by an air injection valve (713); – The compression sleeve (72) includes a sleeve (721), a radial sealing sleeve (722), and an axial transition sleeve (723); The base (74) has an arc-shaped base plate (741) with a curvature radius of 3100 mm, and is fixed to the segment with 6 sets of M16 expansion bolts.

[0066] c) Drill rod (8) Φ89 mm, with a robotic arm attached to the rear end, which can rotate 360° radially to achieve symmetrical or asymmetrical pile placement.

[0067] d) Main control module (20) STM32H743, PID parameters Kp=0.8, Ki=0.05, Kd=0.01, supports 4G remote monitoring.

[0068] Construction parameters: 4 Φ600 mm MJS piles per ring, pile length 8 m, lifting speed 8 cm / min, rotation speed 20 rpm, grout pressure 38 MPa, air pressure 0.7 MPa; borehole pressure fluctuation <0.02 MPa.

[0069] Field measurements showed that the pile's 28-day unconfined compressive strength was 46 MPa, and the additional settlement of the tunnel was 0.3 mm, meeting the "micro-disturbance" index.

[0070] 3.2 Micro-disturbance synchronous grouting module; PLC (S7-1200) + Industrial PC (IPC-610L); Variable frequency speed control pump set 7.5 kW, 0-50 Hz; Construction parameters: Double-row grouting pipes with a longitudinal length of 1.8 m and a row spacing of 1.0 m, totaling 20 points, grouting simultaneously in four sequences; Grouting pressure is controlled in a closed loop at 0.3-0.5 MPa, and flow rate is 15-25 L / min; The injection specification registration unit scans and records the cement batch, water-cement ratio, and grouting volume.

[0071] On-site measurements showed that 90% of the pore water pressure dissipated within 24 hours after grouting, and the tunnel convergence increment was less than 1 mm.

[0072] 3.3 Reinforcement and Repair of Composite Cavities; The steel shell is 6 mm thick, made of Q345B steel, with mortise and tenon joints. C40 micro-expansion grout (with 5% aluminum powder) has a 28-day strength ≥45 MPa; 10 mm polyurethane damping adhesive filling; Cracks: ≤0.2 mm: surface sealing; >0.2 mm: pressure grouting. Broken pieces: Repaired with high-performance repair material after cleaning.

[0073] Field measurements showed that the circumferential stiffness increased by 3.2 times and the train vibration acceleration level decreased by 8 dB, achieving the design vibration reduction target.

[0074] 4. Phase S5 – Long-term observation; Four fiber optic displacement gauges are deployed every 10 m for the D and E level rings, with sampling at 1 Hz and LoRa wireless transmission. Warning thresholds: Yellow 0.5 mm / day, Orange 5 mm cumulative, Red 2 mm / day or 10 mm cumulative; Re-inspection using air-coupled radar at 7 days, 30 days, and 90 days after repair showed that the cavity area was <0.1 m². 2 It is acceptable.

[0075] 5. Implementation results; Third-party testing after 30 days showed that the track bed settlement rate was less than 0.1 mm / month, cracks did not expand, and water seepage was eliminated; the train running stability index decreased by 42%, reaching the safety reserve of the design life of 100 years.

[0076] The above description is merely a preferred embodiment of the present invention and is not intended to limit the present invention in any way. Although the present invention has been disclosed above with reference to preferred embodiments, it is not intended to limit the present invention. Any person skilled in the art can make some modifications or alterations to the above-disclosed technical content to create equivalent embodiments without departing from the scope of the present invention. Any simple modifications, equivalent changes and alterations made to the above embodiments based on the technical essence of the present invention without departing from the scope of the present invention shall still fall within the scope of the present invention.

Claims

1. A method for deformation analysis, repair, and observation of subway tunnels, characterized in that, include: S1. Scan and detect the segments of the entire tunnel to obtain status data of the tunnel as a whole and each segment; S2. Based on the obtained tunnel and segment status data, assess the overall condition of the tunnel and segments, and identify the locations of segments that need repair. S3. Develop a repair plan; S3.1 To address the settlement problem of tunnels, the following single or combined methods are used to enhance the connection between the soil and the tunnel and stabilize the tunnel: Regional micro-disturbance grouting is carried out simultaneously into the soil below the tunnel; Micro-disturbance high-pressure jet grouting piles are installed radially outward into the soil inside the tunnel; Anchor bolts are installed radially outward into the soil inside the tunnel and then grouted for anchoring. S3.

2. To address the tunnel deformation problem, firstly, a composite cavity structure is used to reinforce the unstable segments, and then the segments with leakage, cracking, and slab breakage are repaired or replaced. S3.3 Simulate the repair scheme, analyze the stress and stress conditions of the repaired tunnel segments, and adjust the stress balance of the repair scheme according to the stress and stress conditions. That is, when necessary, while grouting the soil below the tunnel in a regional synchronous manner, the tunnel segments are radially reinforced by symmetrical pile setting. S4. Implement the repair work according to the adjusted repair plan; S5. Establish an observation system; S5.1 Set up long-term displacement monitoring points on the repaired or reinforced tunnel segments to monitor, record and report the displacement of the tunnel segments in real time. S5.

2. Periodically use air-coupled radar to inspect the repaired or reinforced tunnel segments to evaluate the reinforcement effect in stages.

2. The method for deformation analysis, repair, and observation of subway tunnels according to claim 1, characterized in that, In S1, scanning and detecting the tunnel segments of the entire tunnel refers to the operation of a comprehensive inspection vehicle along the entire tunnel. Using the air-coupled radar, cross-section scanner, and high-definition camera equipment on the comprehensive inspection vehicle, the tunnel segments in the tunnel are scanned one by one to obtain data on voids, non-compact areas, lining deformation indicators, cracks, and water leakage points behind the segments, that is, the status data of the entire tunnel and each segment.

3. The method for deformation analysis, repair, and observation of subway tunnels according to claim 1, characterized in that, In S2, the steps for assessing the overall tunnel and segment condition include: S2.1 Build an evaluation model and data analysis system; S2.2 Import the status data of the entire tunnel and each segment obtained in S1 into the data analysis system; S2.

3. Use assessment models and data analysis systems to determine the vital health indicators of each tunnel segment, conduct graded assessments according to different levels, and formulate corresponding repair plans.

4. The method for deformation analysis, repair, and observation of subway tunnels according to claim 1, characterized in that, In S3, when formulating the repair plan, the repair plan is simulated and stress balance is adjusted after pile installation to address the tunnel deformation problem. The repaired tunnel segments are analyzed for cross-sectional faults at the repaired locations, and radial stress analysis is performed based on finite element analysis software. The repair plan is adjusted according to the deformation. To address the tunnel settlement problem, the compressive strength of the soil after regional synchronous grouting is analyzed using finite element analysis software to determine whether it meets the load requirements of the tunnel segments after pile installation.

5. The method for deformation analysis, repair, and observation of subway tunnels according to claim 1 or 2, characterized in that, S1 further includes: The air-coupled radar is installed on a mobile inspection vehicle, which travels at a constant speed of 15-60 km / h along the tunnel track. By emitting high-frequency electromagnetic waves and receiving reflected echoes, it accurately determines whether there are voids or loose areas behind the tunnel segments based on the time, amplitude and phase characteristics of the echoes. The cross-section scanner uses the principle of laser ranging. It emits a laser beam to the surface of the tunnel lining by rotating the scanning head and receives the reflected light to obtain the three-dimensional coordinate information of each point on the lining surface. After selecting a reference point in the tunnel for precise calibration, multiple scanning points are arranged on the tunnel cross-section at certain intervals. Each scan obtains a complete tunnel cross-section contour data. By comparing and analyzing the cross-section data at different locations, key indicators, including the deformation amount and deformation rate of the lining, are accurately calculated. The high-definition camera equipment has high-resolution imaging capabilities. Through multi-angle and multi-directional shooting, it ensures that there are no blind spots on the surface of the pipe segment. Combined with image analysis software, it measures the length and width parameters of cracks, records the location and direction of cracks, observes the severity of water leakage and marks the specific location. At the same time, it combines time series shooting to monitor the development and changes of cracks and water leakage.

6. The method for deformation analysis, repair, and observation of subway tunnels according to claim 3, characterized in that, S2 further includes: S2.1.1 Define evaluation indicators: Based on professional knowledge of tunnel engineering, determine the key indicators that affect the life and health of the tunnel segments, including but not limited to deformation, crack width, water leakage degree, and concrete strength; S2.1.2 Weight Allocation: Based on a large number of actual engineering cases, analyze the impact of each evaluation index on the safety and operational performance of the tunnel structure, assign reasonable weights to each index, with weight values ​​between 0 and 1, and the sum of all weights equals 1; S2.1.

3. Constructing the Initial Model: Based on professional knowledge and experience in tunnel engineering, construct the initial framework of the evaluation model, clarify the model's inputs, including each evaluation index and its weight, and the outputs, including the quantitative values ​​of the segment's service status and the mathematical relationships between them; the mathematical expression of the evaluation model is: Where H represents the quantitative value of the vital health indicators of the pipe segment; w i x represents the weight of the i-th evaluation indicator; i x represents the value of the i-th evaluation indicator; i,max This represents the maximum allowable or reference value for the i-th evaluation indicator; n represents the total number of evaluation indicators. S2.1.4 3D Geometric Modeling: Use BIM software to create a 3D geometric model of the tunnel, including the tunnel lining, segments, and surrounding soil and rock structure; ensure that the geometric dimensions and material properties of the model are consistent with the actual project. S2.1.5 Data Collection and Preprocessing: Collect segment status data from tunnel scanning and detection, including deformation, crack width, leakage location, geological survey data, and historical maintenance records; clean and normalize these multi-source heterogeneous data, remove outliers and noise data, and unify data format and dimensions; S2.1.6 Data Mining and Feature Extraction: Using data mining algorithms to identify potential patterns and key features in the data, including grouping tunnel segments with similar defect characteristics into one category and extracting features that have a significant impact on the health status of the tunnel. S2.1.7 Machine Learning-Assisted Modeling: Using machine learning algorithms to learn and train the processed data, establish a mapping relationship between the data and the tunnel state, optimize the parameters of the evaluation model, and improve the accuracy and generalization ability of the model. S2.2 Import the overall tunnel and segment status data obtained in S1 into the data analysis system: S2.2.1 Data Import: Import the processed tunnel and segment status data into the data analysis system to ensure the integrity and accuracy of the data; S2.2.2 Data Fusion: Utilizing data fusion algorithms within the data analysis system, multi-source heterogeneous data are deeply fused to form a unified dataset. The specific process includes: S2.2.2.1 Data Format Conversion: Convert data from different sources, including scanning and exploration data, geological survey data, and historical maintenance records, into a unified data format for subsequent processing. S2.2.2.2 Spatial Registration and Coordinate Unification: For data with spatial attributes, including tunnel scanning data and geological data, spatial registration technology is used to unify the coordinate systems of different data sources into the same geographic coordinate system to ensure the geometric consistency of the data. S2.2.2.3 Time Series Synchronization: For time series data, including long-term monitoring data, timestamp alignment is used to synchronize data of different frequencies and time points to the same time series for time-dimensional analysis. S2.2.2.4 Feature Extraction and Selection: Extract features related to the condition of tunnel segments from multi-source data, including deformation features and crack features, and select the most valuable features for evaluation based on correlation analysis; S2.2.2.5 Feature Matching and Fusion: Feature matching algorithms are used to match and fuse features from different data sources to form a unified feature set; S2.2.2.6 Application of Fusion Algorithm: The data fusion algorithm is used to fuse the matched features to generate a unified dataset, thereby improving the accuracy and reliability of the data; S2.2.2.7 Quality Assessment and Feedback: Conduct a quality assessment of the fused data to check its consistency, completeness, and accuracy; provide feedback and optimize the fusion process based on the assessment results to ensure that the data quality meets the requirements of the assessment model; S2.

3. Determine the vital health indicators of each tunnel segment using assessment models and data analysis systems: S2.3.1 Model Application: Substitute the fused data into the optimized evaluation model for calculation to obtain the quantitative value of the service status of the tunnel segment; S2.3.2 Grading Assessment: Based on the quantitative values, the service status of the tunnel segments is divided into five levels: Grade A (Good Condition), Grade B (Minor Defects), Grade C (Moderate Defects), Grade D (Severe Defects), and Grade E (Dangerous Condition). S2.3.3, Develop repair recommendations: Develop corresponding repair recommendations for each level; S2.4 Simulation and Optimization: S2.4.1 Finite Element Simulation: Import the three-dimensional geometric model into the finite element analysis software, perform mesh generation, add boundary conditions and loads, and simulate the stress distribution and deformation of the tunnel under different repair schemes; S2.4.2 Scheme Evaluation: Evaluate the effectiveness of the repair scheme based on the simulation results, and analyze whether the repaired tunnel meets the requirements of structural safety and operational performance; S2.4.3 Optimization and Adjustment: Based on the simulation evaluation results, the repair plan is optimized and adjusted, such as adjusting parameters like grouting pressure and jet grouting pile spacing, to ensure the rationality and effectiveness of the repair plan.

7. The method for deformation analysis, repair, and observation of subway tunnels according to claim 1 or 4, characterized in that, S3 further includes: S3.1.

1. The soil outside the tunnel segments is reinforced by using micro-disturbance synchronous grouting, micro-disturbance high-pressure jet grouting piles, or grouting anchoring. S3.2.

1. Reinforcement of unstable tunnel segments using a composite cavity structure; S3.2.

2. Use new high-performance repair materials to repair leaking and cracked pipe segments, and use special repair processes and high-performance materials to repair missing pipe segments; S3.3.1 In the stress balance adjustment stage, when the tunnel segments show radial or axial stress imbalance through strain gauge deformation and other detection results, depending on the specific location of the stress imbalance, radially added micro-disturbance high-pressure jet grouting piles are used to strengthen the connection between the tunnel body and the soil, so that the force on the tunnel is evenly distributed and the tunnel is stabilized. The radial micro-disturbance high-pressure jet grouting piles are used to increase the reaction force in the tunnel deformation area, thereby balancing the stress distribution on both sides of the tunnel deformation area and strengthening the connection between the tunnel and the surrounding soil, reducing the relative displacement of the tunnel, and preventing the tunnel from further deforming or settling due to stress imbalance. The specific stress balance adjustment steps include: S3.3.1.1 Data Import and Model Update: Import the segment health indicators, service status quantification values, and graded assessment results obtained from the evaluation model in step S2 into the finite element analysis software. Combine the three-dimensional geometric model to update the material properties and boundary conditions of the model to ensure that the model can accurately reflect the current actual state of the tunnel. S3.3.1.2 Initial Repair Scheme Simulation: Based on the established repair scheme, corresponding repair measures are applied in the finite element analysis software, such as grouting pressure, jet grouting pile location and quantity, anchor bolt specifications and spacing, etc., to simulate the stress distribution and deformation of the tunnel after repair. S3.3.1.3 Stress Analysis and Imbalance Identification: By analyzing the simulation results, areas of stress concentration and locations of uneven stress distribution are identified, determining the specific locations and adjustment ranges requiring stress balance adjustment. During this process, the simulation results are verified and analyzed using the stress balance equation. Where σx, σy, and σz are normal stresses; τxy, τyz, and τxz are shear stresses; ρ is the material density; and gx, gy, and gz are the components of gravitational acceleration in each direction. By calculating and verifying the degree to which the above equations are satisfied in the tunnel segments and the surrounding soil, it is determined whether the stress is in equilibrium. S3.3.1.

4. Adjustment Measures: Based on the stress analysis results, formulate corresponding stress balance adjustment measures, including increasing the number or strength of additional piles on the side with greater stress, adding connecting piles between the tunnel and the soil using radial symmetrical or asymmetrical additional piles, or increasing the amount of grouting in specific areas to improve the compressibility of the soil in order to balance the stress on the tunnel segments. S3.3.1.5 Simulation and Verification of Adjustment Scheme: The formulated adjustment measures are imported into the finite element analysis software again for simulation to verify whether the adjusted scheme can effectively improve the stress distribution and achieve a stress balance state; the simulation results are verified again using the stress balance equation. If the simulation results show that the stress distribution still does not meet the requirements, the adjustment measures are further optimized based on the new simulation results until the expected stress balance effect is achieved. S3.3.1.6 Final Scheme Determination: Based on the simulation verification results, the final repair scheme is determined, including specific repair measures, construction parameters, and stress balance adjustment measures, providing detailed technical guidance for subsequent repair work.

8. The method for deformation analysis, repair, and observation of subway tunnels according to claim 7, characterized in that, S3.2.1 to S3.2.2 further include: For leaking pipe segments, high-pressure grouting technology is used to seal the leakage channels. High-polymer chemical grouting materials are selected. By drilling holes at the leakage points, the grouting material is injected into the pipe segment, so that it fills the gaps under pressure and tightly bonds with the pipe segment concrete to form a waterproof sealing layer. For cracked segments, for cracks with a small width, the surface sealing method is used, which involves applying epoxy putty or an equivalent material to seal the surface of the crack; for cracks with a larger width or a deeper depth, the pressure grouting method is used, which involves injecting crack repair adhesive into the crack under pressure to fully fill the crack and bond it firmly, thereby restoring the integrity and load-bearing capacity of the segment. For detached segments, first clean the loose concrete and debris at the detached area to expose a solid base layer. Then, use high-performance materials to repair the detached area. After the high-performance materials are used for construction, timely curing should be carried out to ensure the strength and durability of the repair layer. For segments with unstable deformation, the inner lining adopts a composite cavity structure for comprehensive circumferential and longitudinal reinforcement. The composite cavity structure consists of an outer steel shell, an inner grouting material, and a damping colloid material. First, the outer steel shell is installed inside the segment, and bolts are used to ensure that the steel shell and the segment fit tightly. The steel shells are connected by mortise and tenon joints. Then, the inner grouting material is poured into the steel shell. At the same time, damping colloid material is filled between the steel shell and the concrete to absorb and buffer the energy generated by the deformation of the segment. Multiple reinforcing ribs are set in the circumferential and longitudinal directions to enhance the overall stiffness and load-bearing capacity of the composite cavity structure.

9. A repair system for subway tunnels, characterized in that, This includes a micro-disturbance high-pressure jet grouting module for performing pile repair operations and a micro-disturbance synchronous grouting module for grouting operations; among which, The micro-disturbance high-pressure jet grouting pile repair module includes a grout supply system, a waste liquid recovery system, a drill rod (8), a data acquisition module (10), and a main control module (20). Through the coordinated operation of the grout supply system, the waste liquid recovery system, the drill rod (8), the data acquisition module (10), and the main control module (20), the drilling, jet grouting, and waste grout return processes in tunnel pile foundation reinforcement are integrated. During the jet grouting pile process, the data acquisition module (10) monitors the pressure inside the pile hole in real time, and the main control module (20) adjusts the amount of grout returned by the waste grout recovery system in real time and accurately according to the acquired data to ensure that the pressure fluctuation inside the pile hole is smooth and the pressure of the surrounding soil is balanced, thus achieving the effect of "micro-disturbance". This avoids secondary damage to the tunnel caused by sudden pressure changes and breaking the soil pressure balance, thereby ensuring the quality of pile formation and the effective connection between the pile and the tunnel. In this way, the friction between the pile length and the soil ultimately promotes a stable state among the pile, the tunnel, and the soil. The micro-disturbance synchronous grouting module includes a closed-loop controller, a pressure and flow dual-liquid pump, a sensor system, a control algorithm unit, a management device, an injection specification registration unit, a unit pump and a storage card, a control computer, a variable frequency speed-regulating pump set, a load detection device, a PLC and industrial control computer, and a display device. The closed-loop controller and sensors monitor the pressure and flow rate in real time during the grouting process and adjust the grouting parameters based on feedback information to ensure that the grouting pressure and flow rate meet predetermined values. By arranging multiple grouting points below the tunnel and grouting synchronously, uniform reinforcement of the regional soil below the tunnel is ensured, reducing tunnel deformation caused by uneven grouting. The variable frequency speed-regulating pump set and flow pressure gauge precisely control the grouting pressure and flow rate to adapt to different geological conditions. The PLC and industrial control computer enable automated operation, improving grouting efficiency and quality and enhancing the soil's compressibility.

10. The repair system for subway tunnels according to claim 9, characterized in that, The regional soil synchronous grouting method of the micro-disturbance synchronous grouting module includes: A1. Real-time monitoring of pressure and flow during the grouting process using a closed-loop controller and sensors, and adjustment of grouting parameters based on feedback information; A2. Utilize multiple sensors to monitor various parameters during the grouting process, including pressure, flow rate, and displacement, to ensure that the grouting effect meets expectations; A3. Based on the control algorithm, adjust the pressure and flow rate of the grouting pump in real time to adapt to different geological conditions and grouting requirements; A4. By simultaneously grouting at multiple grouting points, uniform reinforcement of the soil in the area beneath the tunnel can be ensured, reducing tunnel deformation caused by uneven grouting. A5. By using the injection specification registration unit and control computer, data during the grouting process is recorded and managed, facilitating subsequent analysis and optimization; A6. Based on the feedback from the load detection device, adjust the speed of the variable frequency speed control pump set to achieve precise control of grouting flow and pressure; A7. Automated operation is achieved through PLC and industrial control computer to improve grouting efficiency and quality.

11. The repair system for subway tunnels according to claim 9, characterized in that, In the micro-disturbance high-pressure rotary jet module, The grouting system includes a cement storage tank (1), a water storage tank (2), a mixing tank (3), a storage tank (4), and a high-pressure grouting pump (5) for supplying the grout required for grouting. The waste liquid recovery system includes a waste liquid tank (6), a grout pump and a grout return device (7), which is used to recover the waste liquid in the pile hole; The drill rod (8) is connected to the grouting system and the waste liquid recovery system, and is used to inject grout into the pile hole and recover waste liquid; the drill rod (8) is connected to the mechanical arm, so that it can achieve 360-degree rotation along the tunnel radial direction, so that stress balance adjustment can be carried out by radial symmetrical pile driving or radial asymmetrical pile driving according to the tunnel deformation. The acquisition module (10) includes a pressure gauge (101), a first weight scale (102), a second weight scale (103), and a flow meter (104), which are used to collect information on the pressure inside the pile hole, the weight of cement powder, the weight of water, and the amount of grouting in real time. The main control module (20) is connected to the acquisition module and is used to receive information from the acquisition module and control the operation of the grout supply system and waste liquid recovery system based on this information in order to maintain the pressure balance inside the pile hole.

12. The repair system for subway tunnels according to claim 9, characterized in that, The grout return device (7) includes a sealing device (71), a clamping sleeve (72), a grout return cylinder (73), and a base (74) that are interconnected. Along the length of the drill rod (8), the sealing device (71), the clamping sleeve (72), the grout return cylinder (73), and the base (74) are installed on the drill rod (8) from top to bottom. The base (74) is fixed to the tunnel wall, and the base (74) and the grout return cylinder (73) are connected to the pile hole. The pressure gauge (101) and the pumping valve (9) are installed on the return cylinder (73).

13. The repair system for subway tunnels according to claim 9, characterized in that, The clamping sleeve (72) includes a sleeve (721), a radial sealing sleeve (722), and an axial transition sleeve (723) arranged coaxially. The radial sealing sleeve (722) is located inside the sleeve (721), and the axial transition sleeve (723) is located inside the radial sealing sleeve (722). The axial transition sleeve (723) is installed on the drill pipe (8). The radial sealing sleeve (722) and the axial transition sleeve (723) are cylindrical, and the inner wall of the axial transition sleeve (723) is adapted to the shape of the drill rod (8); The sealing device (71) includes a housing (711) and a bladder (712) located inside the housing (711), and the housing (711) is also provided with an air injection valve (713). The bladder (712) is fitted onto the drill rod (8).

14. The repair system for subway tunnels according to claim 9, characterized in that, The base (74) is provided with an arc-shaped base plate (741) near the tunnel wall. The arc-shaped base plate (741) is adapted to the tunnel wall and is bolted to the tunnel wall.

15. The repair system for subway tunnels according to claim 9, characterized in that, The main control module (20) has intelligent control function, which can receive and process various data transmitted from the acquisition module (10), analyze them using preset algorithms, and generate control commands. The main control module (20) supports remote monitoring. Operators can view the system operation status in real time through terminal devices, and remotely adjust parameters and troubleshoot faults, thereby improving the system's intelligence level and ease of operation.

16. The repair system for subway tunnels according to claim 9, characterized in that, The control process of the waste liquid recovery system is as follows: Pressure monitoring and feedback: The pressure gauge (101) is installed on the grout return device (7) to collect the pressure information in the pile hole in real time and feed it back to the main control module (20). Dynamic adjustment of grouting volume: After receiving the pressure information, the main control module (20) dynamically adjusts the grouting volume of the grouting pump according to the deviation between the preset pressure value and the actual value; when the actual pressure is lower than the preset value, the grouting is slowed down or stopped; when the actual pressure is higher than the preset value, the grouting is accelerated to ensure that the pressure in the pile hole is stable within the preset range.

17. The repair system for subway tunnels according to claim 9, characterized in that, The working principle of the slurry supply system is as follows: Slurry preparation and transportation: Cement storage tank (1) and water storage tank (2) supply cement and water to mixing tank (3). After mixing in mixing tank (3) to form slurry, it is transported to storage tank (4). Finally, the high-pressure grouting pump (5) transports the slurry to drill rod (8) for grouting. Precise grout supply control: The first weighing scale (102), the second weighing scale (103), and the flow meter (104) in the acquisition module (10) monitor the weight of cement powder in the cement storage tank (1), the weight of water in the water storage tank (2), and the grouting volume in the storage tank (4) in real time, respectively; the main control module (20) precisely controls the delivery volume of cement and water based on the monitoring data, ensuring the precise proportion and dynamic balance of grout preparation, and ensuring the continuity and stability of the grouting process.

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