西安作为西部大开发的重要城市之一，人口密集度逐年增长，城市用电需求不断加大，为优化人们的居住环境、减小城市空间占用，原有的架空电缆输送电方式逐渐转变为地下电力隧道传输，既能保护电缆、减少事故的发生，还能实现高性能输供电。论文以西安某电力隧道下穿既有运营地铁隧道为工程背景，采用理论分析、模型试验、数值模拟和现场监测相结合的方法，进行新建盾构隧道下穿既有隧道施工诱发的地层变形规律研究，并提出相应的盾构施工变形控制措施，对黄土地区盾构隧道下穿工程具有一定的工程指导价值。本文主要的工作内容和成果如下：

（1）分析了影响盾构施工引起地层沉降变形的主要影响因素，根据工程概况，得到了黄土地区盾构下穿施工引起地层和既有隧道变形的主要影响因素为地质条件、电力隧道与地铁隧道的相对位置关系、二次注浆及盾构施工参数。

（2）综合工程概况与室内试验条件，选取新建隧道与既有隧道相对交叉角度和间距为影响因素进行模型试验研究，分析不同工况下地表及既有隧道的变化规律。依据相似理论，确定了模型几何相似比以及模型土和衬砌的各材料质量配比。试验结果表明各交叉角度下地表沉降曲线符合Peck提出的正态分布，地表沉降值随着交叉角度、隧道净间距的增大而减小；新建隧道以不同交叉角度下穿既有隧道施工对既有隧道的主要影响范围为斜交下穿时约3D（D为隧道开挖直径）、垂直下穿时约2D，而平行下穿对既有隧道的影响贯穿整个施工过程；同一交叉角度条件下，地表、既有隧道最大沉降值与隧道净间距呈线性关系；两隧道净间距一定时，随着两隧道交叉角度的改变，沉降槽宽度系数略有不同，斜交下穿时沉降槽宽度系数最大，表明斜交下穿施工对横向地表沉降影响的范围较大。

（3）进行新建盾构隧道下穿既有隧道的数值模拟计算，结果表明新建隧道与既有隧道呈80°斜交角度下穿施工时，地表沉降和既有隧道的变形呈对称变化趋势，在盾构推进过程中，既有隧道拱底受力逐渐从受压转变为受拉变形；开挖面距两隧道交叉点1~2D范围内既有隧道受扰动最大，沉降变形速率最快；盾构先穿越既有隧道一侧比后穿越侧受扰动程度大，说明盾构在穿越新建隧道与既有隧道交叉点前，既有隧道对新建隧道的扰动有“阻隔”作用；既有隧道的存在改变了原始土层的应力场与位移场，在一定程度上抑制了土体和既有隧道的变形；数值模拟结果、模型试验结果与工程监测数据的沉降变化趋势基本一致，说明模型试验和数值模拟分析能够较好的预测工程沉降，能为地表及既有隧道变形控制措施提供理论支撑。

（4）通过改变新建隧道与既有隧道几何位置、施工参数及二次注浆加固厚度等因素进行盾构掘进数值模拟，计算结果表明两隧道交叉角度与沉降量呈反比关系，随着交叉角度的增大，既有隧道拱底沉降变形逐渐由“一”字型向“V”型转化；断面直径与沉降量、拱底应力呈正比关系，新建隧道断面直径越大，土体损失越大，地表及既有隧道的变形程度越大；土仓压力、注浆压力、注浆加固厚度和膨润土泥浆添加量在一定范围内均能起到抑制既有隧道变形的作用，但施工参数选取不当、注浆厚度或膨润土泥浆添加量过大，会造成不必要的经济损失或引发工程安全事故。

（5）提出了西安地区电力隧道下穿既有运营地铁隧道施工的风险控制措施，包括渣土改良、施工参数优化、隧道加固、隧道防水及其他辅助措施，根据现场监测结果可知，采取风险控制措施能有效抑制地表和既有隧道变形，确保了电力隧道施工过程中运营地铁隧道的稳定性和安全性，表明论文提出的控制措施是合理有效的，可为黄土地区盾构隧道下穿既有隧道工程提供参考依据。

As one of the important cities in the Western Development, Xi'an's population density has been increasing year by year, and the power demand in urban cities is constantly increasing. In order to optimize people's living environment and reduce urban space occupation, the original overhead cable transmission method has been gradually changed into underground power tunnel transmission, which can not only protect cables, reduce accidents, but also achieve high-performance power supply. Based on the engineering background of an electric power tunnel passing through an existing operating subway tunnel in Xi'an, this paper uses the methods of theoretical analysis, model test, numerical simulation and on-site monitoring to study the ground deformation law induced by the construction of a new shield tunnel passing through an existing tunnel, and proposes corresponding deformation control measures for shield construction, which has certain engineering guidance value for the shield tunnel passing through projects in loess areas. The main work and achievements of this paper are as follows:

（1）This paper analyzes the main influencing factors of the ground settlement deformation caused by the shield construction, and according to the project overview, it is obtained that the main influencing factors of the ground and existing tunnel deformation caused by the shield underpass construction in the loess area are the geological conditions, the relative position relationship between the power tunnel and the subway tunnel, the secondary grouting and the shield construction parameter factors.

（2）Based on the comprehensive engineering overview and indoor test conditions, the relative intersection angle and spacing between the newly built tunnel and the existing tunnel are selected as influencing factors for model test research, and the changes in surface and existing tunnels under different working conditions are analyzed. Based on the similarity theory, the geometric similarity ratio of the model and the mass ratio of various materials for the model soil and lining were determined. The test results show that the surface settlement curve at each intersection angle conforms to the normal distribution proposed by Peck, and the surface settlement value decreases with the increase of intersection angle and net tunnel spacing; The main impact range of the construction of new tunnels crossing existing tunnels at different intersection angles on existing tunnels is about 3D for oblique crossing and about 2D for vertical crossing, while the impact of parallel crossing on existing tunnels runs through the entire construction process; Under the same intersection angle condition, the maximum settlement value of the surface and existing tunnels is linearly related to the net distance between tunnels; When the clear distance between two tunnels is constant, the width coefficient of the settlement groove varies slightly with the change of the intersection angle of the two tunnels. The width coefficient of the settlement groove is the highest when the oblique crossing is under crossing, indicating that the construction of the oblique crossing has a larger impact on the horizontal surface settlement.

（3）Numerical simulation calculations are conducted on the new shield tunnel crossing the existing tunnel. The results show that when the newly built tunnel and the existing tunnel are constructed at an angle of 80 degrees, the surface settlement and deformation of the existing tunnel shows a symmetrical trend. During the shield tunneling process, the stress on the arch bottom of the existing tunnel gradually shifted from compression to tension deformation; The existing tunnel within the range of 1~2 D from the intersection of the two tunnels is the most disturbed and has the fastest settlement deformation rate; The degree of disturbance on the side where the shield passes through the existing tunnel first is greater than that on the side where it passes later, indicating that the existing tunnel has a “barrier” effect on the disturbance of the new tunnel before the shield passes through the intersection of the new tunnel and the existing tunnel; The existence of existing tunnels changes the stress and displacement fields of the original soil layer, and to some extent suppresses the deformation of the soil and existing tunnels; The numerical simulation results and model test results are basically consistent with the settlement change trend of actual monitoring data, indicating that model tests and numerical simulation analysis can effectively predict engineering settlement and provide theoretical support for surface and existing tunnel deformation control measures.

（4）Numerical simulation of shield tunneling was conducted by changing the geometric position, construction parameters, and secondary grouting reinforcement thickness of the newly built and existing tunnels. The calculation results show that the intersection angle of the two tunnels is inversely proportional to the settlement amount. As the intersection angle increases, the settlement deformation of the arch bottom of the existing tunnel gradually transforms from a “—” shape to a “V” shape; The diameter of the section is directly proportional to the settlement amount and arch bottom stress. The larger the diameter of the newly built tunnel section, the greater the loss of soil, and the greater the degree of deformation of the surface and existing tunnels; The increase in soil pressure, grouting pressure, grouting reinforcement thickness, and addition amount of bentonite slurry can all suppress the deformation of existing tunnels within a certain range. However, improper selection of construction parameters, excessive grouting thickness, or addition amount of bentonite slurry can cause unnecessary economic losses or lead to engineering safety accidents.

（5） The risk control measures for the construction of the power tunnel under the existing operating subway tunnel in Xi'an area are proposed, including muck improvement, construction parameter optimization, tunnel reinforcement, tunnel waterproofing, engineering monitoring and other auxiliary measures. According to the on-site monitoring results, the risk control measures can effectively restrain the deformation of the ground and the existing tunnel, ensuring the stability and safety of the operating subway tunnel during the construction of the power tunnel, This indicates that the control measures proposed in the paper are reasonable and effective, and can provide a reference basis for shield tunnel undercrossing existing tunnel projects in loess areas.

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