目前盾构下穿工程涉及小角度斜交下穿研究较少，为较好地控制相关变形，研究相关控制措施。以天津地铁4号线北段工程西于庄站至西站站区间隧道下穿工程为研究对象，利用有限元软件模拟了盾构小角度斜交下穿过程，对二次注浆、盾壳环向空隙充填效果展开研究，并分析了不同截面的既有隧道变形和应力差异性。结果表明：先行线下穿时二次注浆效率约为38%，后行线下穿时二次注浆效率约为6%；同一截面各点所受到的扰动程度不同，导致变形有明显的空间效应，其中左线左轨和右线右轨道沉降最大值位置存在10 ~ 13 m的距离差距，水平变形最大值位置存在2 ~ 4 m的距离差距；双线离开后，进行盾壳环向间隙充填后既有隧道变形范围和最大变形值均有明显的下降，其中隧道沉降最大值减少了30.3%，水平位移最大值减少了36.4%。进行盾壳环向间隙充填后双线下穿过程整体沉降控制效率大致稳定在30% ~ 35%，下穿期间控制效率较好；水平变形控制效率基本在30%以下，下穿前控制效率较好。不同截面情况下，抗弯刚度较大的既有隧道变形更小；箱形截面对于土体沉降有轻微扩散效果，而圆形截面既有隧道阻碍了土体沉降的发展，减小了地表沉降。

At present, there are many studies on the small-angle oblique underpass in shield tunneling projects. To better control the associated deformations, relevant control measures were studied. Taking the underpass project of the tunnel section from Xiyuzhuang Station to West Station of the northern section of Tianjin Metro Line 4 as the research object, the process of small-angle oblique underpass by the shield machine was simulated using finite element software. The effects of secondary grouting and annular gap filling of the shield shell were studied, and the differences in deformation and stress of existing tunnels at different sections were analyzed. The results show that the efficiency of secondary grouting is about 38% during the underpass of the first line and about 6% during the underpass of the second line. The disturbance degrees at different points of the same section are different, resulting in significant spatial effects of deformation. The maximum settlement positions of the left line left track and the right line right track have a distance difference of 10 ~ 13 meters, and the maximum horizontal deformation positions have a distance difference of 2 ~ 4 meters. After the twin lines pass, the annular gap filling of the shield shell significantly reduces the deformation range and maximum deformation value of the existing tunnels, with the maximum settlement value of the tunnel decreasing by 30.3% and the maximum horizontal displacement decreasing by 36.4%. After annular gap filling of the shield shell, the overall settlement control efficiency of the twin lines during the underpass process is roughly stable at 30% ~ 35%, and the control efficiency during the underpass period is good. The horizontal deformation control efficiency is generally below 30%, and the control efficiency before the underpass is good. Under different cross-section conditions, the existing tunnels with greater flexural rigidity experience less deformation. The box-shaped cross-section has a slight diffusion effect on soil settlement, while the circular cross-section existing tunnel hinders the development of soil settlement, reducing surface settlement.