CN101915106B

CN101915106B - Optimal tunneling speed control method for built tunnel shield driving

Info

Publication number: CN101915106B
Application number: CN201010245667.XA
Authority: CN
Inventors: 刘镇; 周翠英
Original assignee: Sun Yat Sen University
Current assignee: Sun Yat Sen University
Priority date: 2010-08-05
Filing date: 2010-08-05
Publication date: 2014-11-26
Anticipated expiration: 2030-08-05
Also published as: CN101915106A

Abstract

The present invention provides an optimal tunneling speed control method for a shield tunneling under an established tunnel, which is characterized in that: based on the optimal control principle, the optimal tunneling speed for a shield tunneling under an established tunnel is obtained, thereby controlling the shield tunneling Disturbance intensity and aging of built tunnels. The main implementation steps are: (1) compare and select the area with similar geological conditions to the underpass; (2) establish an optimal control model for the stability of the interchange tunnel system based on the optimal control principle; (3) calculate the optimum The quantitative expression of the optimal tunneling speed is: (4) drawing the disturbance intensity and time-effect curve; (5) combining the actual project conditions (construction conditions, project cost, and construction period) to determine the optimal tunneling speed for the shield to pass through the existing tunnel. Its advantage is that it provides a control method of shield tunneling speed that considers disturbance intensity and timeliness, has a strict theoretical basis, and makes reliability prediction and risk evaluation for shield tunneling in advance, thereby reducing shield tunneling. Risks of built tunnels.

Description

An Optimum Excavation Speed Control Method for Shields to Underpass Existing Tunnels

技术领域technical field

本发明属于隧道与地下工程技术领域，提供了一种盾构下穿已建隧道的最佳掘进速度控制方法，主要利用最优控制原理求得盾构掘进的最佳速度，从而控制盾构下穿已建隧道的扰动强度与时效。The invention belongs to the technical field of tunnels and underground engineering, and provides an optimal tunneling speed control method for a shield tunneling under an existing tunnel. Disturbance intensity and aging through the built tunnel.

技术背景technical background

近年地铁工程的迅猛发展，形成了城市大规模地下交通网络结构，使得盾构近距离穿越已建隧道的现象越来越多，也使得已建隧道的稳定性控制难度增大、风险增加。这其中，盾构下穿已建隧道的掘进速度是影响其稳定性的决定性因素之一。因此，盾构下穿已建隧道过程中，需严格控制掘进速度，避免出现速度的较大波动。如果速度过快，则使得掌子面前方应力、位移叠加过快，扰动增强，易造成土压增大，稳定性控制难度增加，产生注浆欠饱满等一系列问题；如果速度过慢，则延长了对地层的扰动时间，进而延长其穿越过程中稳定性控制时间，可能会促进围岩蠕变。但是，目前实际工程中，盾构下穿的最佳掘进速度一般是根据经验确定的，或加以少量的数值模拟分析，缺乏科学依据，具有一定的局限性与风险性，难以全面满足工程实际需求。为此，本发明基于最优控制原理建立了盾构下穿过程中既有隧道稳定性最优控制模型，提供了一种盾构下穿已建隧道的最佳掘进速度控制方法，从而为盾构下穿速度控制提供了科学依据，也为盾构下穿工程设计、施工提供了十分有价值的指导。The rapid development of subway projects in recent years has formed a large-scale urban underground transportation network structure, which makes shield tunneling more and more close-distance tunnels, which also makes the stability control of existing tunnels more difficult and risky. Among them, the excavation speed of the shield passing through the existing tunnel is one of the decisive factors affecting its stability. Therefore, in the process of shield tunneling under the existing tunnel, the excavation speed must be strictly controlled to avoid large fluctuations in speed. If the speed is too fast, the superposition of stress and displacement in front of the face of the tunnel will be too fast, and the disturbance will increase, which will easily cause the increase of soil pressure, increase the difficulty of stability control, and cause a series of problems such as insufficient grouting; if the speed is too slow, the Prolonging the disturbance time to the formation, and then prolonging the stability control time during its crossing process, may promote the creep of surrounding rock. However, in current actual projects, the optimal tunneling speed of shield tunneling is generally determined based on experience, or with a small amount of numerical simulation analysis, which lacks scientific basis, has certain limitations and risks, and is difficult to fully meet the actual needs of the project. . Therefore, based on the optimal control principle, the present invention establishes an optimal control model for the stability of existing tunnels in the process of shield tunneling, and provides an optimal tunneling speed control method for shield tunneling in existing tunnels. The speed control of shield tunneling provides a scientific basis, and also provides very valuable guidance for the design and construction of shield tunneling projects.

发明内容Contents of the invention

本发明的目的在于提供一种盾构下穿已建隧道的最佳掘进速度控制方法，来控制盾构下穿已建隧道的扰动强度与时效，以弥补现有盾构下穿速度的确定缺乏科学性的不足。The purpose of the present invention is to provide an optimal driving speed control method for the shield tunneling under the built tunnel to control the disturbance intensity and timeliness of the shield tunneling under the built tunnel, so as to make up for the lack of determination of the existing shield tunneling speed lack of science.

为了实现上述发明目的，采用的技术方案如下：In order to realize the above-mentioned purpose of the invention, the technical scheme adopted is as follows:

一种盾构下穿已建隧道的最佳掘进速度控制方法，通过如下步骤实现：An optimal tunneling speed control method for shield tunneling under an existing tunnel, which is realized through the following steps:

基于整个盾构隧道工程或邻近地区的地质勘察资料，比选出与下穿处地质条件相似的区域；根据盾构穿越过程中相似区域的围岩变形监测数据规律，结合立体交叉隧道系统演化的非线性动力学模型及标准，利用最优控制原理，确立下穿处隧道系统的状态方程、边界(约束)条件、控制变量(容许控制)、性能指标，建立稳定性最优控制模型；在此基础上，运用最大值原理，推求下穿处最佳掘进速度的定量表达；最后，将相似区域的围岩变形监测数据带入到最佳掘进速度的定量表达中，通过迭代计算，绘制扰动强度与时效曲线，并比较扰动强度与时效，结合工程实际条件(施工条件、工程造价、工期)，获得盾构下穿已建隧道的最佳掘进速度。Based on the geological survey data of the entire shield tunneling project or adjacent areas, the area with similar geological conditions to the underpass is selected by comparison; according to the monitoring data of surrounding rock deformation in similar areas during the shield tunneling process, combined with the evolution of the three-dimensional intersection tunnel system Nonlinear dynamic model and standard, using the optimal control principle to establish the state equation, boundary (constraint) conditions, control variables (allowable control), and performance indicators of the underpass tunnel system, and establish the optimal control model for stability; here On this basis, the maximum value principle is used to calculate the quantitative expression of the optimal tunneling speed at the underpass; finally, the monitoring data of surrounding rock deformation in similar areas are brought into the quantitative expression of the optimal tunneling speed, and the disturbance intensity is plotted through iterative calculation and aging curve, and compare the disturbance intensity and aging, combined with the actual conditions of the project (construction conditions, project cost, construction period), to obtain the best tunneling speed for the shield to pass through the existing tunnel.

本发明的优点是提供了一个考虑扰动强度与时效的盾构下穿速度的控制方法，具有严格的原理依据，对盾构下穿提前做出可靠性预估与风险性评价，从而降低盾构下穿已建隧道的风险。The advantage of the present invention is that it provides a control method of shield tunneling speed considering disturbance intensity and timeliness. It has a strict principle basis and makes reliability prediction and risk evaluation for shield tunneling in advance, thereby reducing the speed of shield tunneling. Risk of going under an existing tunnel.

附图说明Description of drawings

附图1立体交叉隧道系统演化的非线性动力学模型。Accompanying drawing 1 is the nonlinear dynamic model of the evolution of the interchange tunnel system.

附图2立体交叉隧道系统稳定性非线性动力学判据。Accompanying drawing 2 is the non-linear dynamics criterion of the stability of the interchange tunnel system.

附图3盾构下穿已建隧道的扰动强度与时效曲线示意图。Accompanying drawing 3 is the schematic diagram of the disturbance intensity and aging curve of the shield passing through the built tunnel.

附图4立体交叉隧道稳定性动态控制基本原理简图。Accompanying drawing 4 is the schematic diagram of the basic principle of the dynamic control of the stability of the grade intersection tunnel.

附图5实时案例的最佳掘进速度计算图示。Accompanying drawing 5 is the optimal tunneling speed calculation diagram of the real-time case.

具体实施方式Detailed ways

下面结合附图对本发明做进一步的说明。The present invention will be further described below in conjunction with the accompanying drawings.

本发明包括如下步骤：The present invention comprises the steps:

(1)基于整个盾构隧道工程或邻近地区的地质勘察资料，比选出与下穿处地质条件相似的区域，其中包括比选不同地层种类、各地层的厚度和基本岩土参数。(1) Based on the geological survey data of the entire shield tunneling project or adjacent areas, compare and select areas with similar geological conditions to the underpass, including comparing different stratum types, the thickness of each stratum and basic geotechnical parameters.

(2)根据盾构穿越过程中相似区域的围岩变形监测数据规律，建立立体交叉隧道系统演化的非线性动力学模型D_EC(如附图1所示)：(2) According to the monitoring data of surrounding rock deformation in similar areas during shield tunneling, establish a nonlinear dynamic model D _EC for the evolution of the three-dimensional intersection tunnel system (as shown in Figure 1):

${D D.}_{EC EC} = = \frac{{Σ Σ}_{k k = = 11}^{n no} \underset{{V V}_{k k}}{&Integral; &Integral;} {Σ Σ}_{j j = = 11}^{m m} {Σ Σ}_{i i = = j j + + 11}^{m m} H h [[{\overset{\overset{&OverBar; &OverBar;}{\cdot \cdot \cdot &Center Dot;}}{U u}}_{CS CS} - - (({\overset{\overset{&OverBar; &OverBar;}{\cdot \cdot}}{U u}}_{Ci Ci} - - {\overset{\overset{&OverBar; &OverBar;}{\cdot \cdot}}{U u}}_{Cj C j}))]] dV dV}{\underset{V V}{&Integral; &Integral; &Integral; &Integral; &Integral; &Integral;} {Σ Σ}_{j j = = 11}^{m m} {Σ Σ}_{i i = = j j + + 11}^{m m} | | [[{\overset{\overset{&OverBar; &OverBar;}{\cdot \cdot \cdot \cdot}}{U u}}_{CS CS} - - (({\overset{\overset{&OverBar; &OverBar;}{\cdot \cdot}}{U u}}_{Ci Ci} - - {\overset{\overset{&OverBar; &OverBar;}{\cdot &Center Dot;}}{U u}}_{Cj C j}))]] | | dV dV}$

(3)建立稳定性判据(如附图2所示)：(3) Establish stability criterion (as shown in accompanying drawing 2):

${C C}_{D D.} : : {U u}_{I I}^{C C},, {U u}_{II II}^{C C} = = {U u}_{C C} = = {m m}_{U u} (({U u}_{I I} + + {U u}_{II II}))$

(4)利用最优控制原理，确立下穿处隧道系统的状态方程、边界(约束)条件、控制变量(容许控制)、性能指标，建立稳定性最优控制模型 (4) Using the optimal control principle, establish the state equation, boundary (constraint) conditions, control variables (allowable control), and performance indicators of the underpass tunnel system, and establish a stability optimal control model

(5)根据立体交叉隧道系统稳定性最优控制模型，运用最大值原理，推求下穿处最佳掘进速度的定量表达为 (5) According to the optimal control model of the stability of the interchange tunnel system, using the maximum value principle, the quantitative expression of the optimal tunneling speed at the underpass is deduced as

(6)将相似区域的围岩变形监测数据带入到最佳掘进速度的定量表达中，通过迭代计算，绘制扰动强度与时效曲线，如附图3所示。其中，扰动强度主要是指在盾构下穿影响下既有隧道发生的位移、应力的综合反映；扰动时效主要是指盾构下穿时间长短对既有隧道稳定性的影响；二者均可通过立体交叉隧道系统演化的非线性动力学模型D_EC求得的稳定性状态来表征。(6) Bring the monitoring data of surrounding rock deformation in similar areas into the quantitative expression of the optimal tunneling speed, and draw the disturbance intensity and time-effect curve through iterative calculation, as shown in Figure 3. Among them, the disturbance intensity mainly refers to the comprehensive reflection of the displacement and stress of the existing tunnel under the influence of the shield tunneling; the disturbance aging mainly refers to the influence of the shield tunneling time on the stability of the existing tunnel; It is characterized by the stability state obtained by the nonlinear dynamic model D _EC of the evolution of the interchange tunnel system.

(7)基于扰动强度与时效曲线，运用立体交叉隧道稳定性动态控制基本原理(如附图4所示)，比较扰动强度与时效，并结合工程实际条件(施工条件、工程造价、工期)，获得盾构下穿已建隧道的最佳掘进速度。(7) Based on the disturbance intensity and aging curve, use the basic principle of dynamic control of the stability of the interchange tunnel (as shown in Figure 4), compare the disturbance intensity and aging, and combine the actual project conditions (construction conditions, project cost, construction period), Obtain the optimum advance speed for shield tunneling under existing tunnels.

实施案例：Implementation case:

本实施例将一种盾构下穿已建隧道的最佳掘进速度控制方法应用于广州市珠江新城旅客自动输送系统(简称集运系统)下穿地铁一号线隧道工程。应用过程如下：In this embodiment, an optimal excavation speed control method for the shield passing under the existing tunnel is applied to the tunnel project of the Guangzhou Zhujiang New Town Passenger Automatic Conveying System (abbreviated as the collection system) passing through the subway line 1 tunnel. The application process is as follows:

(1)根据该工程的地质勘察资料与盾构参数，选取集运系统第一次下穿地铁一号线隧道区域为相似区域，来控制其第二次穿越处的掘进速度。(1) According to the geological survey data and shield parameters of the project, the area where the container transportation system passes through the subway line 1 tunnel for the first time is selected as a similar area to control the excavation speed at the second crossing point.

(2)根据盾构穿越过程中相似区域的围岩变形监测数据规律，建立立体交叉隧道系统演化的非线性动力学(2) According to the monitoring data of surrounding rock deformation in similar areas during the shield tunneling process, establish the nonlinear dynamics of the evolution of the three-dimensional intersection tunnel system

模型为 $\{\begin{matrix} I : U_{I} &RightArrow; U_{I}^{C} & (A) \\ II : U_{II} &RightArrow; U_{II}^{C} & (B) \\ C_{D} : U_{I}^{C}, U_{II}^{C} = U_{C} = m_{U} (U_{I} + U_{II}) & (C) \\ D_{EC} = \frac{Σ_{k = 1}^{n} \underset{V_{k}}{&Integral; &Integral; &Integral;} Σ_{j = 1}^{m} Σ_{i = j + 1}^{m} H [{\overset{\overset{&OverBar;}{\cdot \cdot}}{U}}_{CS} - ({\overset{\overset{&OverBar;}{\cdot}}{U}}_{Ci} - {\overset{\overset{&OverBar;}{\cdot}}{U}}_{Cj})] dV}{\underset{V}{&Integral; &Integral; &Integral;} Σ_{j = 1}^{m} Σ_{i = j + 1}^{m} | [{\overset{\overset{&OverBar;}{\cdot \cdot}}{U}}_{CS} - ({\overset{\overset{&OverBar;}{\cdot}}{U}}_{Ci} - {\overset{\overset{&OverBar;}{\cdot}}{U}}_{Cj})] | dV} & (D) \end{matrix}$ The model is $\{\begin{matrix} I : u_{I} &Right Arrow; u_{I}^{C} & (A) \\ II : u_{II} &Right Arrow; u_{II}^{C} & (B) \\ C_{D.} : u_{I}^{C}, u_{II}^{C} = u_{C} = m_{u} (u_{I} + u_{II}) & (C) \\ {D.}_{EC} = \frac{Σ_{k = 1}^{no} \underset{V_{k}}{&Integral; &Integral; &Integral;} Σ_{j = 1}^{m} Σ_{i = j + 1}^{m} h [{\overset{\overset{&OverBar;}{&Center Dot; &Center Dot;}}{u}}_{CS} - ({\overset{\overset{&OverBar;}{\cdot}}{u}}_{Ci} - {\overset{\overset{&OverBar;}{&Center Dot;}}{u}}_{C j})] dV}{\underset{V}{&Integral; &Integral; &Integral;} Σ_{j = 1}^{m} Σ_{i = j + 1}^{m} | [{\overset{\overset{&OverBar;}{&Center Dot; \cdot}}{u}}_{CS} - ({\overset{\overset{&OverBar;}{&Center Dot;}}{u}}_{Ci} - {\overset{\overset{&OverBar;}{\cdot}}{u}}_{C j})] | dV} & (D.) \end{matrix}$

在此基础上，建立稳定性最优控制模型，推求第二次下穿处最佳掘进速度的定量表达为On this basis, the stability optimal control model is established, and the quantitative expression of the optimal tunneling speed at the second underpass is deduced as

${\overset{\cdot \cdot}{U u}}_{DCi DCi,, j j} \begin{matrix} \approx \approx {&Integral; &Integral;}^{33} \sqrt{&PlusMinus; &PlusMinus; ((22 + + {k k}_{D D.} {e e}^{\frac{B B}{C C} t t})) + + \sqrt{((\frac{{((22 + + {k k}_{D D.} {e e}^{\frac{B B}{C C} t t}))}^{22}}{22})) + + ((\frac{{[[&PlusMinus; &PlusMinus; ((22 + + {k k}_{D D.} {e e}^{\frac{B B}{C C} t t}))]]}^{33}}{33})) dt dt}} \\ + + {&Integral; &Integral;}^{33} \sqrt{&PlusMinus; &PlusMinus; ((22 + + {k k}_{D D.} {e e}^{\frac{B B}{C C} t t})) - - \sqrt{((\frac{{((22 + + {k k}_{D D.} {e e}^{\frac{B B}{C C} t t}))}^{22}}{22})) + + ((\frac{{[[&PlusMinus; &PlusMinus; ((22 + + {k k}_{D D.} {e e}^{\frac{B B}{C C} t t}))]]}^{33}}{33})) dt dt + + {k k}_{DC DC} \cdot \cdot t t}} \end{matrix}$

(3)将相似区域的围岩变形监测数据带入到最佳掘进速度的定量表达中，通过迭代计算，比较扰动强度与时效，获得盾构下穿已建隧道的最佳掘进速度区间为30mm/min-39mm/min，如附图5所示。(3) Bring the monitoring data of surrounding rock deformation in similar areas into the quantitative expression of the optimal tunneling speed, and compare the disturbance intensity and time effect through iterative calculations, and obtain the optimal tunneling speed interval for the shield tunnel to pass through the built tunnel as 30mm /min-39mm/min, as shown in Figure 5.

(4)结合工程实际条件(施工条件、工程造价、工期)，确定最佳进速度为35mm/min。(4) Combined with the actual conditions of the project (construction conditions, project cost, and construction period), the optimal feed speed is determined to be 35mm/min.

Claims

1. A kind of optimal tunneling speed control method that shield tunnel passes under built tunnel, it is characterized in that: comprise the following steps:

①Based on the site survey data of the entire shield tunneling project or adjacent areas, compare and select the area with similar geological conditions to the underpass;

②Establish the nonlinear dynamic model and stability criterion for the evolution of the interchange tunnel system:

\{\begin{matrix} I I : : {U u}_{I I} &RightArrow; &Right Arrow; {U u}_{I I}^{C C} & ((A A)) \\ II II : : {U u}_{II II} &RightArrow; &Right Arrow; {U u}_{II II}^{C C} & ((B B)) \\ {C C}_{D D.} : : {U u}_{I I}^{C C},, {U u}_{II II}^{C C} = = {U u}_{C C} = = {m m}_{U u} (({U u}_{I I} + + {U u}_{II II})) & ((C C)) \\ {D D.}_{EC EC} = = \frac{{Σ Σ}_{k k = = 11}^{n no} \underset{{V V}_{k k}}{&Integral;&Integral;&Integral; &Integral;&Integral;&Integral;} {Σ Σ}_{j j = = 11}^{m m} {Σ Σ}_{i i = = j j + + 11}^{m m} H h [[{\overset{\overset{&OverBar; &OverBar;}{\cdot \cdot \cdot &Center Dot;}}{U u}}_{CS CS} - - (({\overset{\overset{&OverBar; &OverBar;}{\cdot &Center Dot;}}{U u}}_{Ci Ci} - - {\overset{\overset{&OverBar; &OverBar;}{\cdot &Center Dot;}}{U u}}_{Cj C j}))]] dV dV}{\underset{V V}{&Integral; &Integral; &Integral; &Integral; &Integral; &Integral;} {Σ Σ}_{j j = = 11}^{m m} {Σ Σ}_{i i = = j j + + 11}^{m m} | | [[{\overset{\overset{&OverBar; &OverBar;}{\cdot &Center Dot; \cdot &Center Dot;}}{U u}}_{CS CS} - - (({\overset{\overset{&OverBar; &OverBar;}{\cdot &Center Dot;}}{U u}}_{Ci Ci} - - {\overset{\overset{&OverBar; &OverBar;}{\cdot &Center Dot;}}{U u}}_{Cj C j}))]] | | dV dV} & ((D D.)) \end{matrix}

Using the optimal control principle, the state equation, boundary constraints, control variables, and performance indicators of the underpass tunnel system are established, and the stability optimal control model is established:

{J J}_{D D.} = = {&Integral; &Integral;}_{{t t}_{00}}^{{t t}_{f f}} ((\frac{\overset{\cdot &Center Dot;}{U u}}{{\overset{\cdot &Center Dot;}{U u}}_{al al}} - - \frac{&PartialD; &PartialD; {D D.}_{EC EC}}{&PartialD; &PartialD; t t})) dt dt - - {D D.}_{EC EC} (({t t}_{00}));;

③Using the principle of maximum value, deduce the quantitative expression of the optimal tunneling speed at the undercut:

\begin{matrix} {\overset{\cdot &Center Dot;}{U u}}_{DCi DCi,, \overset{~ ~}{j j}} \approx \approx {&Integral; &Integral;}^{33} \sqrt{&PlusMinus; &PlusMinus; ((22 + + {k k}_{D D.} {e e}^{- - \frac{B B}{C C} t t})) + + \sqrt{((\frac{{((22 + + {k k}_{D D.} {e e}^{- - \frac{B B}{C C} t t}))}^{22}}{22})) + + ((\frac{{[[&PlusMinus; &PlusMinus; ((22 + + {k k}_{D D.} {e e}^{- - \frac{B B}{C C} t t}))]]}^{33}}{33}))}} dt dt \\ + + {&Integral; &Integral;}^{33} \sqrt{&PlusMinus; &PlusMinus; ((22 + + {k k}_{D D.} {e e}^{- - \frac{B B}{C C} t t})) - - \sqrt{((\frac{{((22 + + {k k}_{D D.} {e e}^{- - \frac{B B}{C C} t t}))}^{22}}{22})) + + ((\frac{{[[&PlusMinus; &PlusMinus; ((22 + + {k k}_{D D.} {e e}^{- - \frac{B B}{C C} t t}))]]}^{33}}{33}))}} dt dt + + {k k}_{DC DC} \cdot &Center Dot; t t \end{matrix}

④ Bring the monitoring data of surrounding rock deformation in similar areas into the quantitative expression of the optimal tunneling speed, draw the disturbance intensity and aging curve through iterative calculation, and compare the disturbance intensity and aging, combined with the actual construction conditions, project cost, and construction period of the project , to obtain the best tunneling speed for the shield to pass through the existing tunnel.

2. The optimal driving speed control method for shield tunneling under an established tunnel according to claim 1, characterized in that: the similar area in the step 1. is based on the entire shield tunneling project or adjacent areas Based on the geological survey data, the area with similar geological conditions to the underpass was selected by comparison, including the comparison of different stratum types, the thickness of each stratum and basic rock and soil parameters.

3. A kind of optimal driving speed control method of shield tunneling under the built tunnel according to claim 1, characterized in that: the stability optimal control model in the described step 2. is by combining the three-dimensional intersection tunnel The nonlinear dynamic model and stability criterion of system evolution are established by using the optimal control principle to establish the state equation, boundary constraint conditions, control variables and performance indicators of the underpass tunnel system.

4. A kind of optimal driving speed control method of shield tunneling under built tunnel according to claim 1, characterized in that: the quantification of the optimal driving speed of shield tunneling under built tunnel in said step 3. The expression is a quantitative expression derived from the maximum value principle based on the optimal control model of the stability of the interchange tunnel system.

5. The optimal driving speed control method for shield tunneling under the built tunnel according to claim 1, characterized in that: the disturbance intensity in the step ④ is the existing one under the influence of shield tunneling. The comprehensive reflection of the displacement and stress of the tunnel is characterized by the stability state obtained from the nonlinear dynamic model of the evolution of the three-dimensional intersection tunnel system.

6. The optimal driving speed control method for shield tunneling under an established tunnel according to claim 1, characterized in that: the disturbance aging in the described step ④ is the impact of the shield tunneling time on the existing tunnel. The influence of tunnel stability is characterized by the stability state obtained from the nonlinear dynamic model of the evolution of the interchange tunnel system.

7. The optimal tunneling speed control method for shield tunneling under the built tunnel according to claim 1, characterized in that: the optimal tunneling speed in the step ④ is based on the disturbance intensity and aging curve, By comparing the disturbance intensity and time effect, combined with the actual construction conditions, project cost, and construction period of the project, the optimal tunneling speed for the shield to pass through the existing tunnel is obtained.

8. A kind of optimal driving speed control method for shield tunneling under the built tunnel according to claim 1, characterized in that: the nonlinear dynamic model and stable The criterion of reliability is established according to the monitoring data of surrounding rock deformation in similar areas during the shield tunneling process.

9. The optimal driving speed control method for shield tunneling under the built tunnel according to claim 1, characterized in that: the disturbance intensity and aging curve in the step ④ is the surrounding rock in similar areas The deformation monitoring data is brought into a quantitative representation of the optimum advance speed, which is plotted by iterative calculations.