CN112781656A - Method for monitoring safety of intersected existing tunnel during construction of underpass high-speed railway tunnel - Google Patents
Method for monitoring safety of intersected existing tunnel during construction of underpass high-speed railway tunnel Download PDFInfo
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Abstract
The invention discloses a safety monitoring method for an intersected existing tunnel during construction of a down-passing high-speed railway tunnel. The method comprises the steps of carrying out safety monitoring on an intersected existing tunnel in the construction process of the tunnel to be excavated, timely obtaining useful information capable of reflecting the overall stability of surrounding rocks of the existing tunnel, providing basis and reference for the safety construction of the tunnel to be excavated, and ensuring the safety of the tunnel to be excavated and the safety of the existing tunnel to be excavated in the construction process of the tunnel to be excavated.
Description
Technical Field
The invention belongs to the technical field of high-speed rail tunnel construction monitoring, and particularly relates to a method for monitoring the safety of an intersected existing tunnel during construction of a down-passing high-speed rail tunnel.
Background
In the tunnel excavation engineering, an excavated tunnel exists in a tunnel excavation mountain in time, namely the tunnel to be excavated needs to be intersected with an existing tunnel, and only the tunnel to be excavated and the existing tunnel have a height difference in the vertical direction, so that the safety of the existing tunnel is influenced when the tunnel to be excavated is excavated, and if the influence is ignored, a serious person can have a safety accident. In the early sixties of the twentieth century, the new oars method formally named by L.V lapa zizant was applied to tunnel excavation and developed rapidly. Monitoring and measurement have also gained rapid development as an essential component of new olympics. Since the eighties of the last century, China also gradually adopts the new Austrian construction, and through the development of nearly thirty years, a whole set of information construction technology is formed. The key of the informatization construction is to carry out on-site monitoring, and the problems of mechanics, design and construction of the tunnel and the underground building from local to the whole can be solved. Therefore, in the construction process of the tunnel to be excavated, useful information capable of reflecting the overall stability of the surrounding rock of the existing tunnel needs to be obtained in time, and a basis and a reference are provided for tunnel construction. Therefore, the safety of the construction of the tunnel to be excavated and the existing tunnel can be effectively ensured. However, in the prior art, a method capable of comprehensively monitoring and reflecting the integral stability of the surrounding rock of the existing tunnel does not exist, so that the difficulty and risk of tunnel construction to be excavated are increased.
Disclosure of Invention
The technical problem to be solved by the invention is as follows: the method for monitoring the safety of the intersected existing tunnel during construction of the tunnel penetrating the high-speed rail downwards is provided, the intersected existing tunnel is monitored safely in the construction process of the tunnel to be excavated, useful information capable of reflecting the overall stability of surrounding rocks of the existing tunnel is acquired in time, a basis and a reference are provided for the safety construction of the tunnel to be excavated, and the safety construction of the tunnel to be excavated and the safety of the existing tunnel during the construction of the tunnel to be excavated are guaranteed.
In order to achieve the purpose, the technical scheme adopted by the invention is as follows:
the method for monitoring the safety of the intersected existing tunnel during the construction of the underpass high-speed railway tunnel comprises the steps of monitoring the crack of the intersected existing tunnel, observing the sinking of a structure of the intersected existing tunnel and monitoring the blasting vibration of the intersected existing tunnel during the construction of the underpass high-speed railway tunnel.
Further, when the existing intersected tunnels are monitored for crack cracking, the existing intersected tunnels are investigated for crack cracking, and the investigation content comprises crack positions, crack forms, crack distribution characteristics, crack widths, crack lengths, crack depths, crack trends, crack quantity, time processes of crack generation and development, whether cracks are stable, whether exudates exist in the cracks and concrete appearance quality around the cracks.
Further, when investigating the length and width of the crack: measuring the position of the crack by using a leather measuring tape, marking and recording by using a pile number from the opening, and measuring and surveying from the same opening of the tunnel for different survey surfaces; investigating the distribution positions of the cracks on the tunnel structure, namely the cracks are positioned at the arch part or the side wall part of the tunnel or the cracks extend to the arch part and the side wall of the tunnel; surveying a crack inclination angle, and measuring an included angle between a connecting line of a crack starting end and a crack terminal and an arching line or a wall bottom line; measuring the distance from the starting end of the crack to the terminal by using a steel tape, and when the crack of the arch part passes through the arching line and the crack of the side wall passes through the bottom line of the wall, respectively taking the intersection point of the crack and the arching line or the bottom line of the wall as the terminal; the crack width is measured with a crack width gauge, vernier caliper or crack meter.
Further, when the crack depth is investigated, a BJCS-1 type concrete crack depth meter is adopted for detection investigation.
Further, when crack cracking monitoring is performed on the intersected existing tunnel, crack cracking monitoring of the intersected existing tunnel needs to be performed in three stages of before excavation construction, during excavation construction and after finishing secondary lining construction of the underpass high-speed railway tunnel, and the monitoring frequency of each stage is once every seven days.
Furthermore, before the construction of the underpass high-speed railway tunnel, the crack cracking investigation of the intersected existing tunnel is required to be carried out to form initial crack data of the intersected existing tunnel, so that a comparison initial value is provided for the crack cracking monitoring of the intersected existing tunnel during the construction of the underpass high-speed railway tunnel;
the crack cracking investigation content comprises crack positions, crack forms, crack distribution characteristics, crack widths, crack lengths, crack depths, crack trends, crack quantity, time processes of crack generation and development, whether cracks are stable, whether exudates exist in the cracks or not, concrete appearance quality around the cracks and the number of the cracks needing to be observed in a unified mode.
Further, when the structure sinking observation is carried out on the intersected existing tunnel, a total station non-contact tunnel deformation measurement method is adopted to measure and calculate the sinking value of the intersected existing tunnel;
establishing a datum point of a free station setting coordinate system of the total station, arranging the datum point in a stable area outside a tunnel excavation influence range to ensure that the datum point is stable and immovable, and establishing two datum points when the existing tunnel is intersected;
when the structure sinking observation is carried out on the intersected existing tunnel, the sinking observation is carried out on the inner rails of the intersected existing tunnel at the same time, an observation monitoring section is arranged every 10m in the length direction of the intersected existing tunnel, 4 measuring points are arranged on each observation monitoring section, and the 4 measuring points are distributed at the arch springing and the two rails on the two sides.
Further, when observing the structural object sinking of the intersected existing tunnel, the structural object sinking of the intersected existing tunnel needs to be observed and monitored in three stages of before excavation construction, during excavation construction and after finishing secondary lining construction of the underpass high-speed railway tunnel, and the observation and monitoring frequency of each stage is once every seven days.
Further, when the existing intersected tunnel is subjected to blasting vibration monitoring, the NUBOX-6016 blasting monitor is adopted for monitoring, three monitoring points are arranged in the intersected monitoring section, and the three monitoring points are uniformly distributed on the arch foot line of the existing intersected tunnel or the middle line of the existing intersected tunnel.
Further, when blasting vibration monitoring is performed on the intersected existing tunnel, blasting vibration monitoring of the intersected existing tunnel needs to be performed in three stages of before excavation construction, during excavation construction and after finishing secondary lining construction of the underpass high-speed railway tunnel, and the monitoring frequency of each stage is once every seven days.
Compared with the prior art, the invention has the following beneficial effects:
the method and the device can be used for safely monitoring the intersected existing tunnel in the construction process of the tunnel to be excavated, timely acquiring useful information capable of reflecting the integral stability of the surrounding rock of the existing tunnel, and providing basis and reference for the safe construction of the tunnel to be excavated, so that the safe construction of the tunnel to be excavated and the safety of the existing tunnel in the construction process of the tunnel to be excavated are ensured, the construction progress of the tunnel to be excavated can be effectively ensured, and the construction cost increased by taking measures due to the safety influence of the existing tunnel can be effectively avoided.
Drawings
Fig. 1 is a schematic cross-sectional relationship distribution diagram of a tunnel No. 3 and a long-thin railway tunnel.
Fig. 2 is a schematic diagram of the principle of monitoring the settlement displacement of the tunnel by using a total station.
Fig. 3 is a schematic view of the cross-sectional arrangement of the subsidence displacement measuring point of the Fengchong No. 1 tunnel.
Fig. 4 is a schematic plan view of the subsidence displacement measuring point of the Fengchong No. 1 tunnel.
FIG. 5 is a schematic diagram of the cross section arrangement of the settlement displacement measuring points of the tunnel in the current mountain area.
FIG. 6 is a schematic view of the plan arrangement of the measuring points for settlement displacement of the tunnel in the current mountain area.
Detailed Description
In order to make the objects, technical solutions and advantages of the present invention more apparent, the present invention is further described in detail below with reference to the accompanying drawings. It is to be understood that the described embodiments are merely exemplary of the invention, and not restrictive of the full scope of the invention. All other embodiments, which can be derived by a person skilled in the art from the embodiments given herein without making any creative effort, shall fall within the protection scope of the present invention.
In the description of the present invention, it should be noted that the terms "center", "upper", "lower", "left", "right", "vertical", "horizontal", "inner", "outer", etc., indicate orientations or positional relationships based on the orientations or positional relationships shown in the drawings, and are only for convenience of description and simplicity of description, but do not indicate or imply that the device or element being referred to must have a particular orientation or be constructed and operated in a particular orientation, and thus, it should not be construed as limiting the present invention. Furthermore, the terms "first," "second," and "third" are used for descriptive purposes only and are not to be construed as indicating or implying relative importance.
In the description of the present invention, it should be noted that, unless otherwise explicitly specified or limited, the terms "mounted," "connected," and "connected" are to be construed broadly, e.g., as meaning either a fixed connection, a removable connection, or an integral connection; of course, mechanical connection and electrical connection are also possible; alternatively, they may be connected directly or indirectly through intervening media, or they may be interconnected between two elements. The specific meanings of the above terms in the present invention can be understood by those skilled in the art according to specific situations.
As shown in fig. 1 to 6, the method for monitoring the safety of an intersecting existing tunnel during the construction of a low-speed railway tunnel according to the present invention is used for monitoring the crack of the intersecting existing tunnel, observing the structural subsidence of the intersecting existing tunnel, and monitoring the blasting vibration of the intersecting existing tunnel during the construction of the low-speed railway tunnel.
When the method monitors the crack cracking of the intersected existing tunnel, the method carries out crack cracking investigation on the intersected existing tunnel, and the investigation content comprises crack position, crack form, crack distribution characteristics, crack width, crack length, crack depth, crack trend, crack quantity, time process of crack generation and development, whether the crack is stable, whether exudate exists in the crack and concrete appearance quality around the crack. When investigating the length and width of the crack: measuring the position of the crack by using a leather measuring tape, marking and recording by using a pile number from the opening, and measuring and surveying from the same opening of the tunnel for different survey surfaces; investigating the distribution positions of the cracks on the tunnel structure, namely the cracks are positioned at the arch part or the side wall part of the tunnel or the cracks extend to the arch part and the side wall of the tunnel; surveying a crack inclination angle, and measuring an included angle between a connecting line of a crack starting end and a crack terminal and an arching line or a wall bottom line; measuring the distance from the starting end of the crack to the terminal by using a steel tape, and when the crack of the arch part passes through the arching line and the crack of the side wall passes through the bottom line of the wall, respectively taking the intersection point of the crack and the arching line or the bottom line of the wall as the terminal; the crack width is measured with a crack width gauge, vernier caliper or crack meter. When the crack depth is investigated, a BJCS-1 type concrete crack depth finder is adopted for detection investigation. When the existing intersected tunnels are subjected to crack cracking monitoring, the crack cracking of the existing intersected tunnels needs to be monitored in three stages of excavation construction of a down-passing high-speed railway tunnel, excavation construction and finishing of secondary lining construction, and the monitoring frequency of each stage is once every seven days.
Before the construction of the underpass high-speed rail tunnel, the invention needs to firstly carry out crack investigation on the intersected existing tunnel to form initial crack data of the intersected existing tunnel, and provides a contrast initial value for crack monitoring of the intersected existing tunnel during the construction of the underpass high-speed rail tunnel; the crack cracking investigation content comprises crack positions, crack forms, crack distribution characteristics, crack widths, crack lengths, crack depths, crack trends, crack quantity, time processes of crack generation and development, whether cracks are stable, whether exudates exist in the cracks or not, concrete appearance quality around the cracks and the number of the cracks needing to be observed in a unified mode.
When the structure sinking observation is carried out on the intersected existing tunnel, the settlement value of the intersected existing tunnel is measured and calculated by adopting a total station non-contact tunnel deformation measurement method; establishing a datum point of a free station setting coordinate system of the total station, arranging the datum point in a stable area outside a tunnel excavation influence range to ensure that the datum point is stable and immovable, and establishing two datum points when the existing tunnel is intersected; when the structure sinking observation is carried out on the intersected existing tunnel, the sinking observation is carried out on the inner rails of the intersected existing tunnel at the same time, an observation monitoring section is arranged every 10m in the length direction of the intersected existing tunnel, 4 measuring points are arranged on each observation monitoring section, and the 4 measuring points are distributed at the arch springing and the two rails on the two sides. When the structure sinking observation is carried out on the intersected existing tunnel, the structure sinking observation and monitoring of the intersected existing tunnel needs to be carried out in three stages of excavation construction of a down-passing high-speed railway tunnel, excavation construction and finishing of secondary lining construction, and the observation and monitoring frequency of each stage is once every seven days.
When the invention carries out blasting vibration monitoring on the intersected existing tunnel, the NUBOX-6016 blasting monitor is adopted for monitoring, and three monitoring points are arranged on the intersected monitoring section, wherein the three monitoring points are uniformly distributed on the arch foot line of the intersected existing tunnel or the middle line of the intersected existing tunnel. When blasting vibration monitoring is carried out on the intersected existing tunnel, blasting vibration monitoring on the intersected existing tunnel needs to be carried out in three stages of excavation construction of a down-passing high-speed railway tunnel, excavation construction and finishing of secondary lining construction, and the monitoring frequency of each stage is once every seven days.
In order to enable those skilled in the art to further understand the technical solutions of the present application. The construction of a tunnel of Guiyang city No. 1.5, Loop 3 will be explained as an example.
The 1.5 ring No. 3 tunnel in Guiyang city is a low-pass high-speed railway tunnel, the buried depth of a low-pass section is only 18.1m, and the construction risk is high.
The connecting line from the Guichun Dadao to the north station of the train is an important channel for connecting the 1.5 Huancchun Dadao with the north station of the train, the tunnel of the connecting line No. 3 passes through the tunnel of the Dazhong Guangdong railway No. 1 and the tunnel of the ChangKun railway when facing the mountain, the northwest side is communicated with the north station, and the southeast side is connected with the main line of the Guichun Dadao. The tunnel from the Guizhou spring avenue to the train north station junctor No. 3 is a bidirectional six-lane separated independent double-hole tunnel.
The design range of the construction drawing of the influence section of the tunnel No. 3 under the tunnel with the wide crossing area and the long Kun railway is as follows:
the left tunnel ZK0+ 460- +960, the length is 500 m;
right tunnel YK0+ 380- +900, length 520 m.
The section is provided with a pedestrian transverse passage and a vehicle transverse passage respectively. No. tunnel import and export do not all possess the operation condition of starting work in earlier stage, for the time limit for a project target that guarantees to wear the smooth development of high-speed railway operation line tunnel down and realize simultaneously the joint debugging of noble broad railway, adopt to set up the construction cross bore on left tunnel body ZK0+595.289 right side, enter the main tunnel construction from the side direction, the cross bore length is about 199 m.
In the construction process of the tunnel of the tie line No. 3, the tunnel of the Guiguan railway No. 1 and the tunnel of the Changsu railway in the face of the mountain easily have certain influence, and how to comprehensively and systematically monitor and measure the tunnel of the Guiguan railway No. 1 and the tunnel of the Changsu railway in the face of the mountain, so that the construction safety is guaranteed to be smoothly carried out, and the key for ensuring that the existing tunnel structure is not damaged is realized.
The method has the advantages that crack cracking monitoring, track settlement observation and blasting vibration monitoring are conducted on the expensive and vast Feng No. 1 tunnel and the Changsui mountain tunnel of the existing high-speed railway, useful information is obtained in time, the tunnel excavation dynamics is known, and the purpose of safe and rapid construction is achieved.
The method comprises the steps of monitoring the crack of the tunnel, observing the rail settlement and monitoring and measuring the blasting vibration. The municipal administration double-track three-lane tunnel is constructed by passing through the existing high-speed railway tunnel, no prior case exists in the whole country or in the same industry all over the world, the high-speed railway tunnel has extremely high requirements on the settlement of a tunnel structure, sleepers and steel rails, and the lowest clear height difference between the municipal administration tunnel and the high-speed railway tunnel is only 18.1 m. This requires that the municipal tunnel be safe to allow for a specified value of no more than 1.5cm/s for the frequency of vibration of the surrounding rock disturbances during the excavation and lining process.
Under the tunnel of tie line No. 3, the influence section range of the railway with wide cross section and long Kun section is as follows: the left tunnel ZK0+ 610- +780 is 170m long; right tunnel YK0+ 530- +720, length 190 m. The section is provided with a pedestrian transverse passage and a vehicle transverse passage respectively. The cross relationship between the tunnel of the tie line No. 3, the tunnel of the Feng railway No. 1, and the tunnel of the Changeon railway in the mountain area is shown in table 1.
Table 13 tunnel and Guiguang, ChangKun railway tunnel cross relation table
The main body structures of the Feng No. 1 tunnel of the Guiguang railway and the Feng railway when the mountain are finished, wherein the railway track of the Feng No. 1 tunnel of the Guiguang railway is laid and enters a test run stage. The secondary lining of the tunnel of the ChangKun railway in the mountain is already finished. In the construction process of the No. 3 tunnel of the tie line, the No. 1 tunnel and the Fangkushan tunnel of the Guizhou railway are easily influenced to a certain extent, the tunnel structure which is built is ensured not to be damaged by construction for ensuring that the construction is carried out smoothly and safely, and in the construction process of the No. 3 tunnel of the tie line, the No. 1 tunnel of the Guizhou railway and the No. 1 tunnel of the Changkun railway are monitored and measured comprehensively and systematically. The tunnel of the tie line No. 3, the tunnel of the Guiguan railway No. 1 and the tunnel of the Changeon railway in the mountain area are distributed as shown in figure 1.
According to the rock mechanics underground cavern excavation, the distributed stress range of surrounding rocks caused by is three times of the hole diameter, the tunnel of Feng No. 1 of the Guiguan railway and the tunnel of tie line No. 3 are respectively intersected at D1K3+490 and D1K3+425, the tunnel of Feng railway in the face of the Changquan railway and the tunnel of tie line No. 3 are respectively intersected at D2K707+892 and D2K707+851, according to the tunnel excavation influence range being 3 times of the hole diameter, the influence ranges of the tunnel of Feng No. 1 of the Feng railway and the tunnel of the mountain in the face of the Chang railway are increased by 50 meters, and in the construction process of the tunnel of tie line No. 3, the monitoring ranges of the tunnel of Feng No. 1 of the Feng No. 1.
Table 2 monitoring range table of tunnel # 1, the york and the tunnel in the same place
| Tunnel name | Monitoring range | Total length (m) |
| Feng # 1 tunnel | D1K3+375～D1K3+540 | 165 |
| Fangmiaoshan tunnel | D2K707+801～D2K707+942 | 141 |
The Feng # 1 tunnel and the Dangshan tunnel belong to railway tunnels, both the two tunnels basically complete construction, the railway of the Feng # 1 tunnel is laid, a test run stage is carried out, and the monitoring contents of the Feng # 1 tunnel and the Dangshan tunnel are shown in a table 3 in consideration of the specific practical conditions of the two tunnels.
Table 3 monitoring content table of tunnel # 1, the york and the tunnel in the same place
Crack monitoring
Various factors in the excavation process of the connecting line can influence the built tunnel, and particularly blasting vibration and structural object settlement have large influence on the tunnel crack. In the process of excavating the tunnel with the connecting line No. 3 line, the monitoring work of the built tunnel crack must be done. Before the construction of the tunnel of the tie line No. 3, the tunnel body cracks of the tunnel of the Feng 1 tunnel and the tunnel of the mountain on the current face are investigated, wherein the crack investigation content mainly comprises the position, the form, the distribution characteristics, the width, the length, the depth, the trend and the quantity of the cracks, the time process of the generation and development of the cracks, whether the cracks are stable, whether exudate exists in the cracks, the appearance quality condition of concrete around the cracks and the like. The position, number and direction of the crack are generally recorded in the form of a photograph, a crack development drawing and the like. The length was measured with a ruler, tape, crack tester. The cracks to be observed should be numbered uniformly. After investigation, an initial crack report of the built tunnel is formed, and a comparison initial value is provided for later crack detection.
(1) Crack length and width investigation method
Position: and measuring by using a leather measuring tape, and counting by pile number from the opening. For different investigation surfaces, the method starts from the same opening of the tunnel (each ten meters of the lining side wall is marked with mileage pile numbers, and cracks are investigated according to the pile numbers).
The part: the position of the crack distributed on the tunnel structure is divided into 2 parts of an arch part and a side wall. The arch and the wall are both lined cracks, and longer cracks may extend from the side wall to the arch part.
Inclination angle: the included angle between the connecting line of the crack starting end and the terminal and the arch wire or the wall bottom wire, the crack of the arch wall part passes through the arch wire, and the intersection point of the crack and the arch wire or the wall bottom wire is respectively used as the terminal when the crack of the side wall passes through the wall bottom wire.
Length: and measuring the distance from the crack starting end to the terminal by using a steel tape, and when the crack of the arch part passes through the arching line and the crack of the side wall passes through the bottom line of the wall, respectively taking the intersection point of the crack and the arching line or the bottom line of the wall as the terminal.
Width: the crack width is the width of the widest part of the crack and is expressed by the measured width.
And setting a crack monitoring point at the cracking position of the lining.
Measuring the width of the crack: the width of the crack is the width of the widest part and can be expressed by the measured width.
For the places with more crack development and more dense cracks, sketch and photographing can be carried out, and the sketch numbers and the photo numbers of the places are marked in a field survey table.
(2) Crack depth investigation method
The crack depth is detected by adopting a BJCS-1 type concrete crack depth finder. The instrument can be used for accurately detecting the depth of concrete cracks of bridges, tunnels, buildings and the like.
1) The working principle is as follows: when the sound wave propagates through the crack in the concrete, diffraction is generated at the end point of the crack, the diffraction angle of the diffraction has a certain geometrical relationship with the depth of the crack, and the rapid measurement of the depth of the crack is automatically calculated.
2) The main technical indexes are as follows:
depth measurement range: 10 mm-500 mm
And (3) detecting errors: less than or equal to +/-5 percent
Working temperature: minus 20 ℃ to 50 DEG C
Ambient humidity: < 85%
(3) Crack deformation observation accuracy requirement
In the crack observation, the crack width data should be measured to be 0.1mm, the position, the shape and the size of the crack should be drawn in each observation, and the date is noted.
(4) Control of observation frequency and time interval
The change conditions of the Feng tunnel No. 1 and the fracture of the tunnel in the mountain area are greatly related to the construction progress of the tunnel in the connecting line No. 3. And determining the monitoring time period and frequency according to the influence range of the rock mechanics excavation cavern. The specific monitoring time period and monitoring frequency of the tunnel No. 1 Feng and the tunnel on the same mountain are shown in table 4.
Table 4 existing tunnel crack monitoring time interval and monitoring frequency table
The time length of the monitoring technicians entering the tunnel 1 Feng and the tunnel in the mountain of the time for operation is estimated to be within 1.5-2 hours each time.
Second, settlement observation
The Feng tunnel No. 1 and the Dangshan tunnel are both completed in the construction of the main structure of the tunnel, wherein the Feng tunnel No. 1 is completely paved with the high-voltage power, and enters a test run stage, so that difficulty is brought to the monitoring and measuring of the Feng tunnel No. 1. And measuring settlement values of the two tunnels by adopting a total station non-contact tunnel deformation measuring method in combination with the actual conditions of the Feng tunnel No. 1 and the Mount Feng tunnel engineering.
The settlement value of the two tunnels is measured by adopting a total station non-contact tunnel deformation measuring method, and the method has the following advantages: (1) the acquisition of the elevation data of the unknown point can be quickly and directly obtained from a reading window of the total station instrument, and simultaneously stored in the instrument, and then downloaded to a computer for processing; (2) the measuring station can be freely selected without erecting a prism; (3) the stay time in the hole is short, and the data acquisition work can be completed quickly; (4) the labor intensity is low, and the number of the equipped personnel is small.
1. Instrument for measuring the position of a moving object
The total station should select an instrument which is suitable for tunnel deformation observation and has a diaphragm reflection function. The measurement precision and the angle measurement are required to be within 2', and the distance measurement precision is within +/-2 mm +2 multiplied by 10 < -6 >; the reflective film adopts a 50mm multiplied by 50mm specification film. A strong light flashlight with a good light condensation effect is selected as a lighting tool.
2. Principle of measurement
The total station has the capability of automatic precise distance measurement and angle measurement, and the three-dimensional coordinates of a measured point can be obtained by adopting a polar coordinate measuring method. Taking two points with known coordinates as a rear view point, firstly, obtaining the coordinates of a station to be measured, and then, measuring the coordinates of a front measuring point through the coordinates of the station to be measured; the coordinates of the station are only passed through during the process, so that the position of the station can be arbitrary (but should be approximately the same for each measurement), i.e. a "free station" is generally said. The observation principle is as follows:
as shown in FIG. 2, A, B is a reference point, measuring points 1 and 2 are points to be measured, and A ', B', 1 'and 2' are projections of the points on a horizontal plane passing through the center point P of the instrument. SA, SB, S1, S2 are measured slant distances, DA, DB, D1, D2 are calculated horizontal distances, VA, VB, V1, V2 are measured vertical angles, and the horizontal included angles between the directions of the measured horizontal angles PB ', P1', P2 'and the direction of PA' are aB, a1, a2, respectively. The coordinates of a ', B' are known, given as XA, YA, XB, YB respectively, so that:
the azimuth of the A' P side is:
αA′P＝αA′B′+γ
the coordinates of the survey station P are:
1. the coordinates of the 2 points are respectively:
the elevation of the measuring station P is inversely calculated through the elevation of A, B points:
if 1 point is taken as an observation point, the elevation is as follows:
H1＝HP+S1sin V1
the elevation of each point can be measured through the formula, and similarly, the three-dimensional coordinates of each measuring point are measured and calculated at each later stage, and the three-dimensional coordinates of each measuring point at each stage are compared with the three-dimensional coordinates measured for the first time, so that the three-dimensional displacement vector of each point at each stage is measured. And taking the vertical displacement data for measuring the sinking of the tunnel structure.
3. Datum point arrangement
The datum points for establishing the free station setting coordinate system of the total station need to be stable and immobile, and the Feng No. 1 tunnel and the Fangshan tunnel are respectively established with two datum points. The placement of the reference points in the stability zone outside the influence of the tunnel excavation requires that the base points be maintained stable throughout the tunnel construction. The Feng No. 1 tunnel and the Dangshan tunnel are respectively provided with two reference points.
4. Measuring point arrangement
And after the tunnel rail No. 1 Feng is laid, entering a test run stage, and monitoring the tunnel structure while monitoring the rails of the monitoring section. The monitoring mileage D1K3+ 375-D1K 3+540 of the Feng No. 1 tunnel is 165m in total, and one monitoring section is longitudinally arranged every 10m in the whole monitoring section. And 4 measuring points are arranged on each monitoring section of the Feng 1 tunnel, namely two side arch feet and two rails. The schematic view of the cross-sectional arrangement of the subsidence displacement measuring point of the Fengchong No. 1 tunnel is shown in fig. 3, and the schematic view of the planar arrangement of the subsidence displacement measuring point of the Fengchong No. 1 tunnel is shown in fig. 4.
The tunnel in the mountain is already finished with secondary lining construction, the rail laying work is not carried out yet, and the tunnel in the mountain is only monitored for settlement. The total monitored mileage of the mountain crossing tunnel is 141m from D2K707+801 to D2K707+ 942. In the whole monitoring section, monitoring sections are longitudinally arranged at intervals of 10 m. And 2 measuring points are arranged on each monitoring section of the tunnel in the local mountain, and are arch feet on two sides. Fig. 5 is a schematic diagram showing the cross section arrangement of the in-plane tunnel settlement displacement measuring points, and fig. 6 is a schematic diagram showing the plane arrangement of the in-plane tunnel settlement displacement measuring points.
5. Control of observation frequency and time interval
The monitoring time period and the monitoring frequency of the existing tunnel settlement observation are shown in the table 5.
TABLE 5 existing Tunnel settlement observation monitoring time interval and monitoring frequency table
Third, monitoring blasting vibration
The Feng No. 1 tunnel of the Guizhou railway and the Feng railway as the mountain tunnel of the long Feng railway are penetrated under the 3 # tunnel of the tie line and are intersected with the two tunnels, the Feng No. 1 tunnel and the Feng mountain tunnel above the tie line can be influenced to a certain extent by blasting vibration in the 3 # tunnel construction process of the tie line, and in order to ensure the safety of a structure in the whole construction process, the Feng No. 1 tunnel and the Feng mountain tunnel monitoring section are subjected to blasting vibration monitoring.
1. Purpose of monitoring
(1) Through blasting vibration monitoring and testing, the vibration attenuation propagation rule of the blasting vibration along the built tunnel is obtained, and a basis is provided for determining a blasting construction scheme and blasting parameters.
(2) Through blasting vibration monitoring and testing, the reasonability of the blasting construction scheme and blasting parameters is evaluated, and a basis is provided for controlling and optimizing the blasting construction parameters.
(3) And through blasting vibration monitoring, the vibration influence degree of the excavation blasting operation on the Feng No. 1 tunnel and the Fangmian mountain tunnel is measured, the safety of the Feng No. 1 tunnel and the Fangmian mountain tunnel is evaluated according to relevant specifications and design standards, and a basis is provided for controlling or adjusting blasting parameters.
2. Vibration measuring instrument
The vibration measuring instrument selects a NUBOX-6016 blasting monitor, the NUBOX-6016 blasting monitor is a special test analysis instrument for the latest generation of engineering blasting monitoring industry development and production on the basis of the original blasting vibration monitor by TDEC, the characteristics of lightness, portability and reliability of the original vibration measuring instrument are maintained, the requirement characteristics of engineering blasting monitoring are aimed at, and major breakthrough and improvement are realized in multiple aspects of performance.
The NUBOX-6016 blasting monitor is internally provided with embedded control software, a color touch liquid crystal display screen, 4 parallel synchronous acquisition channels and a high-energy rechargeable lithium battery, a shell is integrally molded by adopting a high-strength high polymer material, and the waterproof and dustproof grade reaches the IP64 standard.
The NUBOX-6016 blasting monitor can conveniently perform acquisition parameter setting, complete waveform display, main frequency and maximum vibration speed reading and data analysis processing on a test site through embedded control software, so as to realize real off-line work; the same powerful 2-64 times floating point amplifying function can meet the requirement of vibration signal test in great dynamic range and make the instrument self-adapt to the signal size without setting range.
Vibration data recorded by the NUBOX-6016 blasting monitor can be directly exported to an external U disk or a direct connection printer through a USB interface on site, and a professional test report is printed on site after the test is finished.
The sensor and the surface of the measuring point are tightly connected, the sensor is bonded on the ground surface or the side wall by plaster, and the plaster is bonded on the surface of a building or a bedrock after being solidified so as to form integral vibration and ensure that the test result is correct. When the sensor is installed, loose objects are removed, and the surface flatness is measured. The Z direction of the three-vector vibration sensor is vertical, the X direction pointing to the explosion source is the horizontal radial direction, and the Y direction is the horizontal tangential direction.
3. Measuring point arrangement
The monitoring quantity measuring section D1K3+ 375-D1K 3+540 of the Feng 1 tunnel is 165 meters in total, and 3 monitoring points are equally arranged along the arch foot line of the tunnel in the monitoring quantity measuring section in order to ensure the safety and the measuring convenience of a measuring instrument considering that the tunnel enters a test run stage.
When the monitored measuring section D2K707+ 801-D2K 707+942 of the mountain crossing tunnel is 141 meters in total, no rail is arranged in the tunnel, no vehicle is communicated, and 3 monitoring points are longitudinally arranged on the center line of the tunnel.
4. Monitoring frequency and time period
The blasting vibration monitoring frequency and time period are shown in Table 6.
TABLE 6 existing Tunnel blasting vibration monitoring time interval and monitoring frequency table
5. Technical content
Judging and analyzing monitoring data: and (3) actually measuring the blasting vibration speed, analyzing the frequency and amplitude range, and evaluating the safety influence of blasting on the building according to the safety standard allowed by national regulations. According to design requirements, the vibration speed caused by construction blasting on Feng No. 1 tunnel of the Guiguan railway and the current mountain tunnel lining structural mass point of the Changquan railway is controlled to be below 1.5cm/s, and the safety of the railway tunnel structure is ensured.
Fourthly, monitoring quality assurance measures
1. The site should be investigated before construction, detailed records are made, and the data are filed in cooperation with photographing and photography, so that the state before construction is known, and early-stage data are provided for comparison of subsequent analysis; measuring the initial value of each measuring sensor before construction, wherein the initial observation is not less than two times; the various sensors should be recalibrated prior to installation for burying.
2. The precision level gauge, the total station and the like meet the requirement of initial precision, and meanwhile, the national legal measurement unit is used for checking and correcting every year and issuing a certificate; during the installation process, continuity inspection is carried out on an instrument, a sensor, materials and a transmission lead so as to ensure the stability of the quality of the instrument; the original installation process of the instrument is recorded.
3. The monitoring work is carried out under the basically same condition, and can be realized by fixing observation personnel and instruments and the same observation method and observation route; the datum point is monitored periodically during monitoring to check the stability of the datum point; and in the whole construction period, effective protection measures are taken to ensure that the concrete is normally used in the whole construction period.
4. In the specific observation process, observation is carried out according to the operating rules of the instrument and the requirements of the instructions of instrument manufacturers, reference reading and regular reading are carried out on the instrument according to the observation design, the highest precision corresponding to the observation instrument and the reliability of observation data are ensured, each measuring point generally carries out measurement and reading for 3 times, and the observation instrument is required to be checked before each new group of reading is observed, so that the good working performance of the observation instrument is ensured.
5. The observation data should be recorded in a corresponding table, and compared and analyzed with the data observed last time; when the abnormal reading occurs, re-reading is carried out, whether the installation of the instrument and the instrument is correct or not and whether the measuring point is loosened or not are checked, and the instrument are tested after the error is determined and are recorded together with the last observation data; the environmental temperature, the number of the excavated mile piles and the site construction condition thereof should be recorded, and the accuracy and the comprehensiveness of the original record are kept.
6. The observation data are preliminarily calculated and analyzed on site, and when the surrounding rock and the supporting system are found to be changed greatly, a site construction responsible person is informed in time; when the monitoring value reaches the alarm index, an alarm notice is issued in time; all abnormal influencing factors should be recorded as words.
7. The observation data should be carefully calculated, collated and carefully checked, and the daily report and the monitored periodic weekly report and monthly report are submitted in time.
8. And (5) performing protection work of the existing monitoring and monitoring measuring points, and sticking obvious labels, marks and the like.
The method carries out comprehensive and systematic monitoring measurement on the tunnel Feng No. 1 of the Guiguang railway and the tunnel of the ChangKun railway in the current mountain during construction, and carries out systematic processing on the result and timely feedback on the result, masters the dynamics of the surrounding rock at the first time, evaluates the stability of the surrounding rock, provides guidance for construction, ensures the safe and smooth construction, and ensures that the existing tunnel structure is not damaged.
In the construction process of passing through the Feng 1 tunnel of the Guiguang railway and the Feng 1 tunnel of the Changsu railway under the No. 3 tunnel of the tie line, the crack cracking monitoring, the structure settlement observation and the blasting vibration monitoring are carried out on the Feng 1 tunnel of the Guiguang railway and the Feng railway when the mountain tunnel of the Changsu railway by adopting the technology disclosed by the invention, so that the following economic benefits, social benefits and environmental protection benefits are obtained.
The economic benefit is as follows: when the railway vehicle is worn, crack cracking monitoring, track settlement observation and blasting vibration monitoring are carried out on the expensive Feng No. 1 tunnel of the existing high-speed railway and the current mountain tunnel of the ChangKun railway, useful information is obtained in time, the dynamics of surrounding rocks are mastered, the stability of the surrounding rocks is evaluated, supporting parameters are adjusted, and the cost value is saved by 163.9 ten thousand yuan.
The social benefit is as follows: 1.5 tunnel from Dadao of Guizhou spring to No. 3 connecting line of north station of train is under through Queen, Guiguan high-speed railway static blasting construction has been adopted, and to Dafeng No. 1 tunnel of Guiguan railway, Changni railway when the mountain tunnel is monitored comprehensively, systematically and measurationally, feedback in time after carrying on systematic processing to the result, make it master the country rock dynamics in the very first time, the influence of sinking of vault and blasting operation to the existing line tunnel has been effectively controlled, lay a good foundation for the joint debugging and the shun of Guiguan railway to open, improved the on-the-spot work efficiency, obtained the construction unit, local government and leadership of all levels fully affirmatively, had obtained good social benefit. The method ensures the engineering quality, provides guarantee for the perfect exhibition of the leaders of the department of construction, local government and all levels, and establishes a good enterprise image.
The environmental protection benefit is: when the tunnel from Guiyang city 1.5 Yun Qian Chun Dadao to train north station connecting line No. 3 is constructed, the influence of surrounding residential areas and environment is considered, the tunnel is fully analyzed in the aspects of construction process control, resource use and the like, scientific organization, reasonable arrangement and environmental protection regulations are implemented, the regulations, guidelines, policies and laws issued by national and local governments and related to environmental protection and water and soil conservation are strictly executed, energy-saving and consumption-reducing measures are actively taken, the effects of silence, no vibration, no flying stone, no toxic gas and no dust are achieved in the construction process, the relevant regulations and requirements are greatly met, and energy-saving and environmental-protection benefits are created.
Finally, it should be noted that: the above embodiments are only preferred embodiments of the present invention to illustrate the technical solutions of the present invention, but not to limit the technical solutions, and certainly not to limit the patent scope of the present invention; while the invention has been described in detail and with reference to the foregoing embodiments, it will be understood by those skilled in the art that: the technical solutions described in the foregoing embodiments may still be modified, or some or all of the technical features may be equivalently replaced; the modifications or the substitutions do not make the essence of the corresponding technical solutions depart from the scope of the technical solutions of the embodiments of the present invention; that is, the technical problems to be solved by the present invention, which are not substantially changed or supplemented by the spirit and the concept of the main body of the present invention, are still consistent with the present invention and shall be included in the scope of the present invention; in addition, the technical scheme of the invention is directly or indirectly applied to other related technical fields, and the technical scheme is included in the patent protection scope of the invention.
Claims (10)
1. The method for monitoring the safety of the intersected existing tunnel during the construction of the underpass high-speed railway tunnel is characterized in that during the construction of the underpass high-speed railway tunnel, crack cracking monitoring is carried out on the intersected existing tunnel, structural object sinking observation is carried out on the intersected existing tunnel, and blasting vibration monitoring is carried out on the intersected existing tunnel.
2. The method for monitoring the safety of the intersected existing tunnel during construction of the underpass high-speed railway tunnel according to claim 1, wherein when crack cracking monitoring is performed on the intersected existing tunnel, crack cracking investigation is performed on the intersected existing tunnel, and investigation contents comprise crack positions, crack forms, crack distribution characteristics, crack widths, crack lengths, crack depths, crack trends, crack numbers, time processes of crack generation and development, whether cracks are stable, whether exudates exist in the cracks or not and concrete appearance quality around the cracks.
3. The method for monitoring the safety of the crossed existing tunnel during construction of the underpass high-speed railway tunnel according to claim 2, wherein when the length and the width of a crack are investigated: measuring the position of the crack by using a leather measuring tape, marking and recording by using a pile number from the opening, and measuring and surveying from the same opening of the tunnel for different survey surfaces; investigating the distribution positions of the cracks on the tunnel structure, namely the cracks are positioned at the arch part or the side wall part of the tunnel or the cracks extend to the arch part and the side wall of the tunnel; surveying a crack inclination angle, and measuring an included angle between a connecting line of a crack starting end and a crack terminal and an arching line or a wall bottom line; measuring the distance from the starting end of the crack to the terminal by using a steel tape, and when the crack of the arch part passes through the arching line and the crack of the side wall passes through the bottom line of the wall, respectively taking the intersection point of the crack and the arching line or the bottom line of the wall as the terminal; the crack width is measured with a crack width gauge, vernier caliper or crack meter.
4. The method for monitoring the safety of the crossed existing tunnel during construction of the underpass high-speed railway tunnel according to claim 2, wherein a BJCS-1 type concrete crack depth meter is adopted for detection and investigation during crack depth investigation.
5. The method for monitoring the safety of the intersecting existing tunnel during the construction of the underpass high-speed railway tunnel according to claim 2, wherein when the fracture cracking of the intersecting existing tunnel is monitored, the fracture cracking of the intersecting existing tunnel is monitored in three stages, namely before the excavation construction of the underpass high-speed railway tunnel, during the excavation construction and after the secondary lining construction is completed, and the monitoring frequency of each stage is once every seven days.
6. The method for monitoring the safety of the intersected existing tunnel during the construction of the underpass high-speed railway tunnel according to claim 1, wherein before the construction of the underpass high-speed railway tunnel, a crack investigation needs to be performed on the intersected existing tunnel to form initial crack data of the intersected existing tunnel, so as to provide a comparative initial value for the crack monitoring of the intersected existing tunnel during the construction of the underpass high-speed railway tunnel;
the crack cracking investigation content comprises crack positions, crack forms, crack distribution characteristics, crack widths, crack lengths, crack depths, crack trends, crack quantity, time processes of crack generation and development, whether cracks are stable, whether exudates exist in the cracks or not, concrete appearance quality around the cracks and the number of the cracks needing to be observed in a unified mode.
7. The method for monitoring the safety of the intersected existing tunnel during the construction of the underpass high-speed railway tunnel according to claim 1, wherein when the structure subsidence observation is carried out on the intersected existing tunnel, a total station non-contact tunnel deformation measurement method is adopted to measure and calculate the subsidence value of the intersected existing tunnel;
establishing a datum point of a free station setting coordinate system of the total station, arranging the datum point in a stable area outside a tunnel excavation influence range to ensure that the datum point is stable and immovable, and establishing two datum points when the existing tunnel is intersected;
when the structure sinking observation is carried out on the intersected existing tunnel, the sinking observation is carried out on the inner rails of the intersected existing tunnel at the same time, an observation monitoring section is arranged every 10m in the length direction of the intersected existing tunnel, 4 measuring points are arranged on each observation monitoring section, and the 4 measuring points are distributed at the arch springing and the two rails on the two sides.
8. The method for monitoring the safety of the intersecting existing tunnel during the construction of the underpass high-speed railway tunnel according to claim 1, wherein when observing the structural subsidence of the intersecting existing tunnel, the observation and monitoring of the structural subsidence of the intersecting existing tunnel are required in three stages, namely before the excavation construction of the underpass high-speed railway tunnel, during the excavation construction and after the secondary lining construction is completed, and the observation and monitoring frequency of each stage is once every seven days.
9. The method for monitoring the safety of the crossed existing tunnel during the construction of the underpass high-speed railway tunnel according to claim 1, wherein a NUBOX-6016 blasting monitor is used for monitoring the blasting vibration of the crossed existing tunnel, and three monitoring points are arranged in the crossed monitoring section and are uniformly distributed on the arch foot line of the crossed existing tunnel or the middle line of the crossed existing tunnel.
10. The method of claim 1, wherein when the blasting vibration monitoring is performed on the intersecting existing tunnel, the blasting vibration monitoring of the intersecting existing tunnel is performed in three stages, namely before the excavation construction of the underpass high-speed railway tunnel, during the excavation construction, and after the secondary lining construction is completed, and the monitoring frequency of each stage is once every seven days.
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