A new highway subgrade stability evaluation method and system based on data analysis

Abstract

The application relates to the technical field of road engineering, in particular to a new highway roadbed stability evaluation method and system based on data analysis, the steps of the method comprising the following steps: obtaining underground goaf data of a target engineering area, new highway roadbed design data and highway network data of existing highways; using three-dimensional modeling technology to model the underground goaf, the new highway roadbed and the highway network and build a spatial coupling three-dimensional model; evaluating the stability of the underground goaf under the coupling influence of the existing highways; evaluating the stability of the new highway roadbed according to the stability evaluation result of the underground goaf combined with the spatial coupling three-dimensional model; and performing new highway roadbed stability early warning according to the stability evaluation result of the new highway roadbed. The application quantifies the stability influence of the existing highways on the underground goaf and the space-time coupling effect of the underground goaf on the new highway roadbed, thereby effectively improving the accuracy and reliability of the new highway roadbed stability evaluation.

Description

Technical Field

[0001] The present application relates to the field of road engineering technology, and in particular to a method and system for evaluating the stability of a newly constructed highway subgrade based on data analysis. Background Art

[0002] As my country's highway network continues to expand and intensify, more and more road projects inevitably cross underground mined-out areas. Long-term geological processes in these areas have resulted in unstable rock structures, potentially causing surface subsidence, roadbed deformation, and even collapse, posing a serious threat to highway safety.

[0003] Existing technologies typically analyze the stability of underground goafs or highway subgrades independently, lacking systematic modeling of the spatial coupling between the underground goaf, existing highways, and newly constructed highway subgrades. This makes it difficult to accurately characterize the spatiotemporal coupling effects of factors such as the spatial distribution characteristics of the three, load propagation paths, and construction time differences on the stability of newly constructed highway subgrades. Furthermore, long-term traffic loads from existing highways can further disrupt the stress balance in underground goafs and exacerbate structural stability degradation, indirectly impacting the structural stability of newly constructed highway subgrades. Therefore, stability analysis of a single project object alone is no longer sufficient to meet the safety assessment needs of complex road construction scenarios. Summary of the Invention

[0004] In order to overcome the defects and shortcomings of the existing technology, the present application provides a method and system for evaluating the stability of the new highway subgrade based on data analysis. By quantifying the impact of existing highway traffic loads on the stability of underground goafs and the spatiotemporal coupling effect of underground goafs on the new highway subgrade, the accuracy and reliability of the new highway subgrade stability assessment are effectively improved.

[0005] In order to achieve the above objectives, this application adopts the following technical solutions:

[0006] In a first aspect, the present application provides a method for evaluating the stability of a newly constructed highway subgrade based on data analysis, comprising the following steps:

[0007] Obtain underground goaf data for the target project area, new highway subgrade design data, and existing highway network data;

[0008] Use 3D modeling technology to model underground goaf, new highway subgrade, and highway network, and map them to the same spatial coordinate system for coordinate registration and spatial superposition to construct a spatially coupled 3D model.

[0009] The spatial structural correlation characteristics of the underground goaf and the existing highway were analyzed based on the spatial coupling three-dimensional model, and the stability of the underground goaf under the coupling influence of the existing highway was evaluated.

[0010] Based on the underground goaf stability assessment results and combined with the spatial coupling 3D model, the temporal and spatial impact characteristics of the underground goaf on the newly built highway subgrade are analyzed to assess the stability of the newly built highway subgrade.

[0011] Based on the stability assessment results of the newly built highway subgrade, early warning of the subgrade stability of the newly built highway is carried out.

[0012] Preferably, the underground goaf modeling, new highway subgrade modeling and highway network modeling include:

[0013] Obtain underground goaf data, new highway subgrade design data, and highway network data;

[0014] Analyze the spatial structural relationship between the underground goaf and the ground surface based on the underground goaf data and construct an underground goaf model using 3D modeling technology;

[0015] According to the new highway subgrade design data and highway network data, the relationship between the new highway subgrade and the existing highway is analyzed, and the new highway subgrade model and highway network model are constructed respectively using 3D modeling technology.

[0016] Preferably, the evaluation of the stability of the underground goaf under the coupling influence of the existing highway includes:

[0017] Obtain underground goaf data and road network data of existing roads;

[0018] The spatial relationship between underground goaf and existing roads is identified based on the spatial coupling three-dimensional model, and the spatial correlation influence coefficient between underground goaf and existing roads is calculated;

[0019] The influence coefficient of traffic load on underground goaf is evaluated based on the spatial coupling 3D model and highway network data:

[0020] ;

[0021] In the formula represents the traffic load intensity of existing roads, represents the volume of underground goaf, Indicates the minimum spatial distance between the centroid of the underground goaf and the centerline of the existing highway. represents the thickness of the overlying rock layer, represents the shape coefficient of underground goaf, represents the load propagation damping coefficient, represents the normalized propagation path length from the existing highway subgrade to the roof of the underground goaf, represents the structural coupling amplification factor, Indicates the load transmission coefficient of the existing highway traffic load on the underground goaf;

[0022] The product of the spatial correlation influence coefficient and the load propagation influence coefficient is used as the stability coefficient of the underground goaf under the coupling influence of the existing highway, which is used to evaluate the stability of the underground goaf under the coupling influence of the existing highway.

[0023] Preferably, the calculation of the spatial correlation influence coefficient between the underground goaf and the existing road includes:

[0024] Obtain underground goaf data and road network data of existing roads;

[0025] The spatial distribution characteristics of underground goaf are determined based on the spatial coupling 3D model, and the influence coefficient of the depth of underground goaf compared to the surface is calculated based on the underground goaf data:

[0026] ;

[0027] In the formula It represents the equivalent volume of underground goaf in the surface projection area, Indicates the reference volume, which can be taken , used to eliminate the dimensional effect, represents the volume effect coefficient, , Indicates the minimum vertical distance from the top of the underground goaf to the ground surface. Indicates the critical depth of underground goaf, It represents the angle between the main normal vector of the underground goaf and the normal vector of the ground surface. It represents the influence coefficient of the depth of underground goaf compared to the surface;

[0028] The spatial distribution characteristics of existing highways are determined based on the spatial coupling 3D model and the influence coefficient of the association between underground goaf and existing highway subgrade is calculated in combination with highway network data.

[0029] The spatial correlation influence coefficient between the underground goaf and the existing highway is obtained by weighted summing the burial depth correlation influence coefficient and the correlation influence coefficient between the underground goaf and the existing highway subgrade.

[0030] Preferably, the assessment of the stability of the newly constructed highway subgrade includes:

[0031] Obtain the design data of the new highway subgrade and the stability coefficient of the underground goaf under the coupling influence of the existing highway;

[0032] The spatial relationship between the underground goaf and the newly built highway subgrade is identified based on the spatial coupling 3D model, and the subgrade correlation influence coefficient between the underground goaf and the newly built highway subgrade is calculated;

[0033] According to the time interval between the underground goaf stop mining time and the new highway subgrade construction time Calculate the temporal correlation influence coefficient between underground goaf and newly built highway subgrade: , where represents the aging attenuation coefficient, represents the temporal correlation influence coefficient;

[0034] The product of the subgrade correlation influence coefficient between the underground goaf and the newly built highway subgrade and the temporal correlation influence coefficient is taken as the temporal and spatial correlation influence coefficient of the underground goaf on the newly built highway subgrade.

[0035] The product of the spatiotemporal correlation influence coefficient of the underground goaf on the new highway subgrade and the stability coefficient of the underground goaf under the coupling influence of the existing highway is used as the stability coefficient of the new highway subgrade to evaluate the stability of the new highway subgrade.

[0036] Preferably, the roadbed association influence coefficient is:

[0037] ;

[0038] In the formula Indicates the impact radius of underground goaf, It represents the correlation influence coefficient between underground goaf and existing highway subgrade or the correlation influence coefficient between underground goaf and new highway subgrade. When is the correlation influence coefficient between underground goaf and existing highway subgrade, Indicates the length of the existing highway subgrade parallel to the direction of the underground goaf. represents the total length of the existing highway subgrade, It represents the minimum spatial distance between the centroid of the underground goaf and the centerline of the existing highway subgrade. It represents the overlapping area between the projection of underground goaf and the projection of existing highway subgrade. Represents the total projected area of ​​existing highway subgrade. When it is the correlation influence coefficient between underground goaf and new highway subgrade, Indicates the length of the newly built highway subgrade parallel to the direction of the underground goaf. Indicates the total length of the newly built highway subgrade. Indicates the minimum spatial distance between the centroid of the underground goaf and the centerline of the new highway subgrade. Indicates the overlapping area between the projection of underground goaf and the projection of new highway subgrade. It represents the total projected area of ​​the newly built highway subgrade.

[0039] Preferably, the new highway subgrade stability early warning includes:

[0040] Obtaining a new highway roadbed stability coefficient and issuing a new highway roadbed stability warning when the new highway roadbed stability coefficient is less than a preset new highway roadbed stability threshold;

[0041] When the new highway subgrade stability coefficient is greater than or equal to the preset new highway subgrade stability threshold, no new highway subgrade stability warning will be issued.

[0042] In a second aspect, the present application provides a new highway subgrade stability assessment system based on data analysis, comprising:

[0043] Data acquisition module, used to obtain underground goaf data of the target project area, new highway subgrade design data, and road network data of existing highways;

[0044] The model building module is used to use 3D modeling technology to model underground goaf areas, new highway subgrades, and highway networks, and map them to the same spatial coordinate system for coordinate registration and spatial superposition to build a spatially coupled 3D model.

[0045] The goaf assessment module is used to analyze the spatial structural correlation characteristics of underground goaf and existing roads based on a spatially coupled 3D model, and to assess the stability of underground goaf under the influence of existing roads;

[0046] The roadbed assessment module is used to analyze the spatiotemporal impact of underground goafs on the roadbed of newly built highways based on the underground goaf stability assessment results combined with a spatially coupled 3D model, and to assess the stability of newly built highway roadbeds.

[0047] The roadbed stability early warning module is used to provide early warning of the roadbed stability of newly built highways based on the results of the roadbed stability assessment.

[0048] In a third aspect, the present application provides an electronic device comprising: a processor and a memory, wherein the memory stores a computer program that can be called by the processor, and the processor executes a method for evaluating the stability of a newly built highway subgrade based on data analysis by calling the computer program stored in the memory.

[0049] In a fourth aspect, the present application provides a computer-readable storage medium storing instructions, which, when executed on a computer, enables the computer to execute a method for evaluating the stability of a newly constructed highway subgrade based on data analysis.

[0050] Compared with the prior art, this application has the following advantages and beneficial effects:

[0051] The application quantifies the space-time coupling influence of the three by constructing a spatial coupling three-dimensional model of the underground goaf, the existing road and the new roadbed and introducing a space correlation influence coefficient, a load propagation influence coefficient and a time sequence correlation influence coefficient, systematically evaluates the influence of the existing road traffic load on the stability of the underground goaf and the space-time coupling effect of the underground goaf on the new roadbed, and effectively improves the accuracy and reliability of the stability evaluation of the new roadbed. BRIEF DESCRIPTION OF DRAWINGS

[0052] Other features, objects and advantages of the application will become more apparent through reading the following detailed description of non-limiting embodiments made with reference to the accompanying drawings:

[0053] Figure 1 is a whole process schematic diagram of a new roadbed stability evaluation method based on data analysis provided by an embodiment of the application;

[0054] Figure 2 is a structure schematic diagram of a new roadbed stability evaluation system based on data analysis provided by an embodiment of the application;

[0055] Figure 3 is a structure schematic diagram of an electronic device provided by an embodiment of the application. DETAILED DESCRIPTION

[0056] The technical scheme of the application will be described in detail below with reference to the accompanying drawings and specific embodiments. It should be understood that the specific features in the embodiments and the specific features in the embodiments are detailed descriptions of the technical scheme of the application, rather than limitations of the technical scheme of the application. In the case of no conflict, the technical features in the embodiments and the embodiments can be combined with each other.

[0057] Please refer to Figure 1 , Figure 1 is a whole process schematic diagram of a new roadbed stability evaluation method based on data analysis provided by an embodiment of the application, specifically comprising the following steps:

[0058] S110: Obtain underground goaf data of the target project area, new highway subgrade design data and highway network data of existing highways, wherein the underground goaf data include the three-dimensional coordinates of the underground goaf, the volume of the underground goaf, the coordinates of the centroid of the underground goaf, the thickness of the overlying rock layer, the coordinates of the position of the underground goaf roof, the time of suspension of mining in the underground goaf, the impact radius of the underground goaf, the principal normal vector of the underground goaf and the critical burial depth of the underground goaf, which can be obtained through geophysical detection methods such as geological radar and seismic measurement or geological survey reports; the new highway subgrade design data include the three-dimensional coordinates of the new highway subgrade, the total length of the new highway subgrade and the construction time of the new highway subgrade, which can be obtained through highway design documents; the highway network data of existing highways include the three-dimensional coordinates of the existing highway subgrade, the total length of the existing highway subgrade and the traffic load intensity of the existing highway, which can be obtained through remote sensing mapping and traffic monitoring systems.

[0059] S120: Use 3D modeling technology to model underground goaf, new highway subgrade, and highway network, and map them to the same spatial coordinate system for coordinate registration and spatial superposition to construct a spatially coupled 3D model.

[0060] By constructing a spatially coupled 3D model, multi-source heterogeneous spatial data such as underground goaf, new highway subgrade, and existing highways are unified into the same spatial coordinate system, forming a 3D spatial coupling scene that truly reflects the relationship between underground and surface structures. The spatially coupled 3D model retains the spatial form and relative position of each object, providing data support for subsequent spatial structure correlation analysis and spatial relationship identification. The underground goaf modeling, new highway subgrade modeling, and highway network modeling include:

[0061] Obtain underground goaf data, new highway subgrade design data, and highway network data;

[0062] Analyze the spatial structural relationship between the underground goaf and the ground surface based on the underground goaf data and construct an underground goaf model using 3D modeling technology;

[0063] According to the new highway subgrade design data and highway network data, the relationship between the new highway subgrade and the existing highway is analyzed, and the new highway subgrade model and highway network model are constructed respectively using 3D modeling technology.

[0064] S130: Analyze the spatial structural correlation characteristics of underground goaf and existing roads based on the spatial coupling 3D model, and evaluate the stability of underground goaf under the influence of existing roads;

[0065] The influence of traffic load of existing highway on underground goaf mainly reflects that the load aggravates the stress concentration and deformation development of underground goaf structure through vibration wave and stress transmission effect. When vehicles frequently pass or a large number of heavy vehicles exist on the existing highway, the periodic or impact load generated thereby will propagate downward to the underground goaf through the ground surface and overburden, so that the stress disturbance of the roof or surrounding rock structure in the critical equilibrium state occurs, thereby increasing the risk of collapse, deformation or instability of the underground goaf. The evaluation of the stability of the underground goaf under the coupling influence of the existing highway includes:

[0066] obtaining underground goaf data and highway network data of the existing highway;

[0067] identifying the spatial relationship between the underground goaf and the existing highway according to the spatial coupling three-dimensional model and calculating the spatial correlation influence coefficient of the underground goaf and the existing highway;

[0068] evaluating the load propagation influence coefficient of the traffic load of the existing highway on the underground goaf according to the spatial coupling three-dimensional model combined with the highway network data:

[0069]

[0070] wherein represents the traffic load intensity of the existing highway in the highway network data, which can be obtained through traffic monitoring stations. When the traffic flow is large and the proportion of heavy vehicles is high, the initial load transmitted to the underground goaf is larger, and the load propagation influence degree is deeper, represents the volume of the underground goaf, represents the minimum spatial distance between the centroid of the underground goaf and the center line of the existing highway. The closer the distance, the more concentrated the load propagates to the underground goaf, represents the overburden thickness. The greater the overburden thickness, the stronger the propagation isolation ability, represents the shape coefficient of the underground goaf, which is used to describe the weakening effect of the underground goaf structure distribution on the load propagation response. The greater the shape coefficient of the underground goaf, the stronger the load dispersion, thereby weakening the load propagation influence degree, is used to measure the response sensitivity of the goaf to the traffic load of the existing highway, which can effectively distinguish the reaction degree of different goafs to the traffic load. The numerator part indicates that the load propagation influence increases with the increase of the volume of the underground goaf, and the denominator part indicates that the load propagation influence decreases with the increase of the propagation distance, the overburden thickness and the complexity of the goaf structure. 1 is used to avoid the denominator being 0 under extreme conditions, to maintain the continuity and numerical stability of the function, represents the load propagation damping coefficient. The greater the load propagation damping coefficient, the stronger the load propagation attenuation, represents the normalized propagation path length of the existing highway subgrade to the roof of the underground goaf,​ , It represents the propagation path length from the existing highway subgrade to the top plate of the underground goaf, that is, the vertical distance from the existing highway subgrade to the top plate of the underground goaf. The longer the propagation distance, the stronger the load propagation attenuation. represents the minimum value of the propagation path length from all existing highway subgrades to the roof of the underground goaf. It represents the maximum value of the propagation path length from all existing highway subgrades to the roof of the underground goaf. Since the traffic load follows the exponential law when propagating to the underground goaf in the medium, It is used to quantify the path attenuation effect of traffic load during the propagation process, that is, to reflect the dissipation of propagation energy along the propagation path, and to avoid the equivalent transfer of all traffic loads to the goaf. It represents the structural coupling amplification coefficient. When there is a strong structural connection between the existing highway and the underground goaf, it will have a significant amplification effect on the load transmission. It indicates that the amplification effect is based on 1, that is, the response without structural coupling amplification effect is based on 1. It represents the load propagation coefficient of the existing highway traffic load on the underground goaf. Among them, the underground goaf shape coefficient, load propagation damping coefficient and structural coupling amplification coefficient can be obtained by fitting the geological survey data;

[0071] The product of the spatial correlation influence coefficient and the load propagation influence coefficient is used as the stability coefficient of the underground goaf under the coupling influence of the existing highway, which is used to evaluate the stability of the underground goaf under the coupling influence of the existing highway.

[0072] The spatial distribution characteristics of existing roads and underground goafs determine the load action path and stress transfer efficiency. When there is significant horizontal overlap between the existing road and the underground goaf, and the goaf is shallow or located directly below the surface, traffic loads are more likely to be concentratedly transferred to the underground goaf through the overlying rock strata, resulting in increased stress on the goaf roof and increased instability risk. In addition, spatial geometric characteristics such as the volume, shape, and principal normal vector of the underground goaf also affect the load distribution and the deformation pattern of the rock strata. The calculation of the spatial correlation influence coefficient between the underground goaf and the existing road includes:

[0073] Obtain underground goaf data and road network data of existing roads;

[0074] The spatial distribution characteristics of underground goaf are determined based on the spatial coupling 3D model, and the influence coefficient of the depth of underground goaf compared to the surface is calculated based on the underground goaf data:

[0075] ;

[0076] In the formula It represents the equivalent volume of underground goaf in the surface projection area, Indicates the reference volume, which can be taken , used to eliminate the impact of dimensions. 10,000 cubic meters is the typical size of a small single-volume goaf. For example, non-coal mines with a single goaf volume of less than 10,000 cubic meters can be exempted from goaf stability safety risk assessment. The spatial ratio used to characterize the scale of the goaf. The larger the ratio, the wider the influence range of the stress transmitted by the traffic load through the medium, which may cause coordinated settlement in a larger area. Represents the volume effect coefficient, which is used to reflect the accelerated destruction effect of large-volume underground goaf. The volume effect coefficient is obtained through nonlinear regression analysis of historical settlement data of underground goaf. Indicates the minimum vertical distance from the top of the underground goaf to the ground surface. Indicates the critical depth of the underground goaf, which is the threshold for determining whether sudden collapse of the surface occurs. It shows that when the burial depth exceeds the critical burial depth, the rock formation has a strong self-stabilizing ability and automatically returns to zero, ignoring the influence of the burial depth. Used to reflect the shielding ability of rock layer thickness on load transmission, It represents the angle between the main normal vector of the underground goaf and the normal vector of the ground surface, and is used to reflect the directionality of deformation propagation in the underground goaf. That is, the cosine square value of the angle between the main normal vector of the goaf and the normal vector of the ground surface. When the underground goaf is completely horizontal, the traffic load directly acts on the goaf roof, which leads to an enhanced depth-related influence. It represents the influence coefficient of the depth of underground goaf compared to the surface;

[0077] The spatial distribution characteristics of existing highways are determined based on the spatial coupling 3D model and the influence coefficient of the association between underground goaf and existing highway subgrade is calculated in combination with highway network data.

[0078] The spatial correlation influence coefficient between the underground goaf and the existing highway is obtained by weighted summing the burial depth correlation influence coefficient and the correlation influence coefficient between the underground goaf and the existing highway subgrade.

[0079] S140: Based on the underground goaf stability assessment results and combined with the spatial coupling 3D model, the temporal and spatial impact characteristics of the underground goaf on the newly built highway subgrade are analyzed to assess the stability of the newly built highway subgrade.

[0080] Key features of underground goafs, such as their geometry, spatial location, and mining suspension time, all affect the stability of newly constructed highway subgrades. Therefore, a spatially coupled three-dimensional model was used to identify the spatial relationship between the goaf and the newly constructed highway subgrade, and then quantitatively analyze the degree of spatial correlation between the two. This reflects the spatial sensitivity of the structural positional coupling between the two. Furthermore, a temporal correlation influence coefficient was introduced based on the difference between mining suspension time and construction time to reflect the mechanical attenuation effect of the goaf structure after long-term mining suspension, thereby quantitatively evaluating the stability of the newly constructed highway subgrade. The evaluation of the newly constructed highway subgrade stability includes the following:

[0081] Obtain the design data of the new highway subgrade and the stability coefficient of the underground goaf under the coupling influence of the existing highway;

[0082] The spatial relationship between the underground goaf and the newly built highway subgrade is identified based on the spatial coupling 3D model, and the subgrade correlation influence coefficient between the underground goaf and the newly built highway subgrade is calculated;

[0083] According to the time interval between the underground goaf stop mining time and the new highway subgrade construction time Calculate the temporal correlation influence coefficient between underground goaf and newly built highway subgrade: , where It represents the time-dependent attenuation coefficient, which is used to reflect the trend of the influence of underground mining areas on the new highway subgrade attenuating over time. It can be obtained by inverting geological survey data. represents the temporal correlation influence coefficient;

[0084] The product of the subgrade correlation influence coefficient between the underground goaf and the newly built highway subgrade and the temporal correlation influence coefficient is taken as the temporal and spatial correlation influence coefficient of the underground goaf on the newly built highway subgrade.

[0085] The product of the spatiotemporal correlation coefficient of underground goaf on the new highway subgrade and the stability coefficient of underground goaf under the coupling influence of the existing highway is used as the stability coefficient of the new highway subgrade to evaluate the stability of the new highway subgrade.

[0086] Factors such as the degree of parallelism between the direction of the underground goaf and the direction of the roadbed, the minimum spatial distance between the goaf and the roadbed, the coverage ratio of the goaf to the roadbed length, and the ratio of the projected overlapping area to the total roadbed area can intuitively reflect the potential threat of the underground goaf to the roadbed structure in space. For example, if a large section of the roadbed is located above the underground goaf or the two have the same direction and a large overlapping area, it indicates that the roadbed structure is more susceptible to damage such as deformation and settlement of the goaf. The roadbed correlation influence coefficient is:

[0087] ;

[0088] In the formula It represents the impact radius of underground goaf, which can be obtained through geological radar. It represents the correlation influence coefficient between underground goaf and existing highway subgrade or the correlation influence coefficient between underground goaf and new highway subgrade. When is the correlation influence coefficient between underground goaf and existing highway subgrade, Indicates the length of the existing highway subgrade parallel to the direction of the underground goaf. represents the total length of the existing highway subgrade, It represents the minimum spatial distance between the centroid of the underground goaf and the centerline of the existing highway subgrade. It represents the overlapping area between the projection of underground goaf and the projection of existing highway subgrade. Represents the total projected area of ​​existing highway subgrade. When it is the correlation influence coefficient between underground goaf and new highway subgrade, It indicates the length of the newly built highway subgrade parallel to the direction of the underground goaf. Since the subgrade is prone to tensile cracks along the direction of the goaf, the longer the subgrade is parallel to the direction of the underground goaf, the more significant the impact of the goaf on the subgrade will be. Indicates the total length of the newly built highway subgrade, which is used for normalization to eliminate the influence of route length differences. It is used to reflect the geometric consistency between the newly built highway subgrade and the underground goaf. The square operation is used to strengthen the contribution of the parallel section, indicating that the newly built highway subgrade with parallel directions will continue to superimpose the load influence. Indicates the minimum spatial distance between the centroid of the underground goaf and the centerline of the new highway subgrade. It is used to show the ratio of the minimum spatial distance between the centroid of the underground goaf and the centerline of the newly built highway subgrade to the influence radius of the underground goaf, and further adopts an exponential decay model to reflect that the interaction between the newly built highway subgrade and the goaf decreases sharply when the distance increases. It represents the overlapping area between the projection of underground goaf and the projection of new highway subgrade. The larger the proportion of overlapping area, the wider the scope of subgrade affected by mining. represents the total projected area of ​​the newly built highway subgrade. It reflects the ratio of the overlapping area between the projection of underground goaf and the projection of newly built highway subgrade to the total area of ​​the projection of newly built highway subgrade, and is used to quantify the spatial coupling strength between the two.

[0089] S150: Provide early warning on the stability of the newly built highway subgrade based on the results of the newly built highway subgrade stability assessment.

[0090] Introducing a new highway subgrade stability early warning mechanism during the modeling process can, based on the quantitative assessment results of the new highway subgrade stability, promptly identify subgrade areas with potential structural safety hazards and proactively trigger early warnings. This effectively assists engineering personnel in taking reinforcement, avoidance, or monitoring measures in advance during the design, construction, or operation phases, thereby reducing the risk of subgrade settlement, cracking, or even collapse caused by underground mining areas. The new highway subgrade stability early warning includes:

[0091] Obtaining a new highway roadbed stability coefficient and issuing a new highway roadbed stability warning when the new highway roadbed stability coefficient is less than a preset new highway roadbed stability threshold;

[0092] When the new highway subgrade stability coefficient is greater than or equal to the preset new highway subgrade stability threshold, no new highway subgrade stability warning will be issued.

[0093] In one embodiment of the present application, the method for setting parameters such as weighted weights and preset threshold values ​​for the stability of the new highway subgrade can be: by collecting underground goaf data, new highway subgrade design data and highway network data to construct a data set, substituting the spatial correlation influence coefficient and the new highway subgrade stability coefficient calculation formula, and at the same time obtaining the expert's judgment results on the spatial correlation influence between the underground goaf and the existing highway and the stability of the new highway subgrade, importing the calculated spatial correlation influence coefficient, new highway subgrade stability coefficient and judgment results into the fitting software, and outputting the weighted weight and the preset new highway subgrade stability threshold that meet the maximum judgment accuracy.

[0094] See Figure 2 , Figure 2 : This is a schematic diagram of the structure of a new highway roadbed stability assessment system based on data analysis provided in an embodiment of the present application. This embodiment provides a new highway roadbed stability assessment system based on data analysis, including:

[0095] Data acquisition module 210, for acquiring underground goaf data of the target project area, new highway subgrade design data, and road network data of existing highways;

[0096] The model building module 220 is used to use 3D modeling technology to model underground goaf areas, newly built highway subgrades, and highway networks, and map them into the same spatial coordinate system for coordinate registration and spatial superposition to build a spatially coupled 3D model.

[0097] Goaf assessment module 230, for analyzing the spatial structural correlation characteristics of underground goaf and existing roads based on the spatial coupling three-dimensional model, and assessing the stability of underground goaf under the coupling influence of the existing roads;

[0098] The roadbed assessment module 240 is used to analyze the spatiotemporal impact of underground goafs on the roadbed of a newly built highway based on the underground goaf stability assessment results and the spatially coupled three-dimensional model, thereby assessing the stability of the newly built highway roadbed.

[0099] The roadbed stability early warning module 250 is used to provide early warning of the stability of the newly built highway roadbed based on the newly built highway roadbed stability assessment result.

[0100] In one embodiment of the present application, the model construction module 220 is used to use three-dimensional modeling technology to model underground goaf areas, newly built highway subgrades, and highway networks, and map them to the same spatial coordinate system for coordinate registration and spatial superposition to construct a spatially coupled three-dimensional model. The modeling of underground goaf areas, newly built highway subgrades, and highway networks includes:

[0101] Obtain underground goaf data, new highway subgrade design data, and highway network data;

[0102] Analyze the spatial structural relationship between the underground goaf and the ground surface based on the underground goaf data and construct an underground goaf model using 3D modeling technology;

[0103] According to the new highway subgrade design data and highway network data, the relationship between the new highway subgrade and the existing highway is analyzed, and the new highway subgrade model and highway network model are constructed respectively using 3D modeling technology.

[0104] In one embodiment of the present application, the goaf assessment module 230 is configured to analyze the spatial structural correlation characteristics of the underground goaf and the existing highway based on the spatial coupling three-dimensional model, and assess the stability of the underground goaf under the coupling influence of the existing highway. The assessment of the stability of the underground goaf under the coupling influence of the existing highway includes:

[0105] Obtain underground goaf data and road network data of existing roads;

[0106] The spatial relationship between underground goaf and existing roads is identified based on the spatial coupling three-dimensional model, and the spatial correlation influence coefficient between underground goaf and existing roads is calculated;

[0107] The influence coefficient of traffic load on underground goaf is evaluated based on the spatial coupling 3D model and highway network data:

[0108] ;

[0109] In the formula represents the traffic load intensity of existing roads, represents the volume of underground goaf, Indicates the minimum spatial distance between the centroid of the underground goaf and the centerline of the existing highway. represents overburden thickness, represents underground goaf shape coefficient, represents load propagation damping coefficient, represents normalized propagation path length from existing highway subgrade to underground goaf roof, represents structure coupling amplification coefficient, represents load propagation influence coefficient of existing highway traffic load on underground goaf;

[0110] The product of the spatial correlation influence coefficient and the load propagation influence coefficient is taken as the underground goaf stability coefficient under the coupling influence of the existing highway, which is used to evaluate the underground goaf stability under the coupling influence of the existing highway;

[0111] The calculation of the spatial correlation influence coefficient of the underground goaf and the existing highway comprises:

[0112] Obtaining underground goaf data and highway network data of the existing highway;

[0113] According to the spatial coupling three-dimensional model, the spatial distribution characteristics of the underground goaf are determined, and the buried depth correlation influence coefficient of the underground goaf compared with the ground surface is calculated in combination with the underground goaf data;

[0114] According to the spatial coupling three-dimensional model, the spatial distribution characteristics of the existing highway are determined, and the subgrade correlation influence coefficient of the underground goaf and the existing highway is calculated in combination with the highway network data;

[0115] The buried depth correlation influence coefficient and the subgrade correlation influence coefficient of the underground goaf and the existing highway are weighted and summed to obtain the spatial correlation influence coefficient of the underground goaf and the existing highway.

[0116] In an embodiment of the present application, the subgrade evaluation module 240 is configured to analyze the space-time influence characteristics of the underground goaf on the new highway subgrade according to the underground goaf stability evaluation result in combination with the spatial coupling three-dimensional model, and evaluate the new highway subgrade stability, wherein the evaluation of the new highway subgrade stability comprises:

[0117] Obtaining new highway subgrade design data and underground goaf stability coefficient under the coupling influence of the existing highway;

[0118] According to the spatial coupling three-dimensional model, the spatial relationship between the underground goaf and the new highway subgrade is identified, and the subgrade correlation influence coefficient of the underground goaf and the new highway subgrade is calculated;

[0119] According to the time interval between the underground goaf stop-mining time and the new highway subgrade construction time The time sequence correlation influence coefficient of the underground goaf and the new highway subgrade is calculated: , wherein represents the aging attenuation coefficient, represents the temporal correlation influence coefficient;

[0120] The product of the subgrade correlation influence coefficient between the underground goaf and the newly built highway subgrade and the temporal correlation influence coefficient is taken as the temporal and spatial correlation influence coefficient of the underground goaf on the newly built highway subgrade.

[0121] The product of the spatiotemporal correlation influence coefficient of the underground goaf on the new highway subgrade and the stability coefficient of the underground goaf under the coupling influence of the existing highway is used as the stability coefficient of the new highway subgrade to evaluate the stability of the new highway subgrade.

[0122] In one embodiment of the present application, the roadbed stability warning module 250 is used to provide a new highway roadbed stability warning based on the new highway roadbed stability assessment result. The new highway roadbed stability warning includes:

[0123] Obtaining a new highway roadbed stability coefficient and issuing a new highway roadbed stability warning when the new highway roadbed stability coefficient is less than a preset new highway roadbed stability threshold;

[0124] When the new highway subgrade stability coefficient is greater than or equal to the preset new highway subgrade stability threshold, no new highway subgrade stability warning will be issued.

[0125] The above-mentioned parameters and steps for each unit module to implement corresponding functions in a new highway subgrade stability assessment system based on data analysis of this application can be referred to the parameters and steps in the embodiment of a new highway subgrade stability assessment method based on data analysis above, and will not be repeated here.

[0126] Please refer to Figure 3 An embodiment of the present invention further provides an electronic device 300, comprising a memory 310, a processor 320, and a communication bus 330. The memory 310 and the processor 320 are connected via the communication bus 330. The memory 310 stores a method for evaluating the stability of a newly constructed highway subgrade based on data analysis, as provided in the above embodiment, which can be loaded and executed by the processor 320.

[0127] The memory 310 can be used to store instructions, programs, codes, code sets, or instruction sets. The memory 310 can include a program storage area and a data storage area. The program storage area can store instructions for implementing an operating system, instructions for at least one function, and instructions for implementing the method for evaluating the stability of a newly built highway subgrade based on data analysis provided in the above embodiment. The data storage area can store data involved in the method for evaluating the stability of a newly built highway subgrade based on data analysis provided in the above embodiment.

[0128] The processor 320 may include one or more processing cores. The processor 320 executes the various functions and processes data of the present application by running or executing instructions, programs, code sets, or instruction sets stored in the memory 310, calling the data stored in the memory 310. The processor 320 may be at least one of an application-specific integrated circuit (ASIC), a digital signal processor (DSP), a digital signal processing device (DSPD), a programmable logic device (PLD), a field programmable gate array (FPGA), a central processing unit (CPU), a controller, a microcontroller, and a microprocessor. It is understood that for different devices, the electronic components used to implement the above-mentioned functions of the processor 320 may also be other, and the embodiments of the present application are not specifically limited.

[0129] The communication bus 330 may include a path for transmitting information between the above components. The communication bus 330 may be a PCI (Peripheral Component Interconnect) bus or an EISA (Extended Industry Standard Architecture) bus. The communication bus 330 may be divided into an address bus, a data bus, a control bus, etc. For ease of representation, Figure 3 Only one double arrow is used in the diagram, but this does not mean that there is only one bus or one type of bus.

[0130] An embodiment of the present application provides a computer-readable storage medium storing a computer program that can be loaded by a processor and executed by a method for evaluating the stability of a newly built highway subgrade based on data analysis as provided in the above embodiment.

[0131] In embodiments of the present application, a computer-readable storage medium may be a tangible device that holds and stores instructions used by an instruction execution device. The computer-readable storage medium may be, but is not limited to, an electrical storage device, a magnetic storage device, an optical storage device, an electromagnetic storage device, a semiconductor storage device, or any combination thereof. Specifically, the computer-readable storage medium may be a portable computer disk, a hard disk, a USB flash drive, a random access memory (RAM), a read-only memory (ROM), an erasable programmable read-only memory (EPROM or flash memory), a lectern random access memory (SRAM), a portable compact disc read-only memory (CD-ROM), a digital versatile disc (DVD), a memory stick, a floppy disk, an optical disc, a magnetic disk, a mechanical encoding device, or any combination thereof.

[0132] The terms "comprises," "comprising," or any other variations thereof are intended to cover non-exclusive inclusion such that a process, method, article, or apparatus that comprises a list of elements includes not only those elements but also other elements not expressly listed or inherent to such process, method, article, or apparatus.

[0133] The above description is merely a preferred embodiment of the present application and an illustration of the technical principles employed. Those skilled in the art should understand that the scope of application of this application is not limited to technical solutions formed by a specific combination of the aforementioned technical features. It also encompasses other technical solutions formed by any combination of the aforementioned technical features or their equivalents, without departing from the aforementioned application concept. For example, a technical solution formed by replacing the aforementioned features with (but not limited to) technical features with similar functions claimed in this application.

Claims

1. A method for evaluating the stability of a newly built highway subgrade based on data analysis, characterized in that: The steps include: Obtain underground goaf data for the target project area, new highway subgrade design data, and existing highway network data; Use 3D modeling technology to model underground goaf, new highway subgrade, and highway network, and map them to the same spatial coordinate system for coordinate registration and spatial superposition to construct a spatially coupled 3D model. The spatial structural correlation characteristics of the underground goaf and the existing highway were analyzed based on the spatial coupling three-dimensional model, and the stability of the underground goaf under the coupling influence of the existing highway was evaluated. Based on the underground goaf stability assessment results and combined with the spatial coupling 3D model, the temporal and spatial impact characteristics of the underground goaf on the newly built highway subgrade are analyzed to assess the stability of the newly built highway subgrade. Provide early warning of new highway subgrade stability based on new highway subgrade stability assessment results; The assessment of underground goaf stability under the coupling influence of existing highways includes: Obtain underground goaf data and road network data of existing roads; The spatial relationship between underground goaf and existing roads is identified based on the spatial coupling three-dimensional model, and the spatial correlation influence coefficient between underground goaf and existing roads is calculated; The influence coefficient of traffic load on underground goaf is evaluated based on the spatial coupling 3D model and highway network data: ； In the formula represents the traffic load intensity of existing roads, represents the volume of underground goaf, Indicates the minimum spatial distance between the centroid of the underground goaf and the centerline of the existing highway. represents the thickness of the overlying rock layer, represents the shape coefficient of underground goaf, represents the load propagation damping coefficient, represents the normalized propagation path length from the existing highway subgrade to the roof of the underground goaf, represents the structural coupling amplification factor, Indicates the load transmission coefficient of the existing highway traffic load on the underground goaf; The product of the spatial correlation influence coefficient and the load propagation influence coefficient is used as the stability coefficient of the underground goaf under the coupling influence of the existing highway, which is used to evaluate the stability of the underground goaf under the coupling influence of the existing highway.

2. A new highway roadbed stability assessment method based on data analysis according to claim 1, characterized in that: The calculation of the spatial correlation influence coefficient between the underground goaf and the existing road includes: Obtain underground goaf data and road network data of existing roads; The spatial distribution characteristics of underground goaf are determined based on the spatial coupling 3D model, and the influence coefficient of the depth of underground goaf compared to the surface is calculated based on the underground goaf data: ； In the formula It represents the equivalent volume of underground goaf in the surface projection area, Indicates the reference volume, which can be taken , used to eliminate the dimensional effect, represents the volume effect coefficient, , Indicates the minimum vertical distance from the top of the underground goaf to the ground surface. Indicates the critical depth of underground goaf, It represents the angle between the main normal vector of the underground goaf and the normal vector of the ground surface. It represents the influence coefficient of the depth of underground goaf compared to the surface; The spatial distribution characteristics of existing highways are determined based on the spatial coupling 3D model and the influence coefficient of the association between underground goaf and existing highway subgrade is calculated in combination with highway network data. The spatial correlation influence coefficient between the underground goaf and the existing highway is obtained by weighted summing the burial depth correlation influence coefficient and the correlation influence coefficient between the underground goaf and the existing highway subgrade.

3. A new highway roadbed stability assessment method based on data analysis according to claim 1, characterized in that: The assessment of the stability of the newly built highway subgrade includes: Obtain the design data of the new highway subgrade and the stability coefficient of the underground goaf under the coupling influence of the existing highway; The spatial relationship between the underground goaf and the newly built highway subgrade is identified based on the spatial coupling 3D model, and the subgrade correlation influence coefficient between the underground goaf and the newly built highway subgrade is calculated; According to the time interval between the underground goaf stop mining time and the new highway subgrade construction time Calculate the temporal correlation influence coefficient between underground goaf and newly built highway subgrade: , where represents the aging attenuation coefficient, represents the temporal correlation influence coefficient; The product of the subgrade correlation influence coefficient between the underground goaf and the newly built highway subgrade and the temporal correlation influence coefficient is taken as the temporal and spatial correlation influence coefficient of the underground goaf on the newly built highway subgrade. The product of the spatiotemporal correlation influence coefficient of the underground goaf on the new highway subgrade and the stability coefficient of the underground goaf under the coupling influence of the existing highway is used as the stability coefficient of the new highway subgrade to evaluate the stability of the new highway subgrade.

4. A method for evaluating the stability of a newly built highway subgrade based on data analysis according to claim 2 or 3, characterized in that: The roadbed association influence coefficient is: ； In the formula Indicates the impact radius of underground goaf, It represents the correlation influence coefficient between underground goaf and existing highway subgrade or the correlation influence coefficient between underground goaf and new highway subgrade. When expressing the correlation influence coefficient between underground goaf and existing highway subgrade, Indicates the length of the existing highway subgrade parallel to the direction of the underground goaf. represents the total length of the existing highway subgrade, It represents the minimum spatial distance between the centroid of the underground goaf and the centerline of the existing highway subgrade. It represents the overlapping area between the projection of underground goaf and the projection of existing highway subgrade. Represents the total projected area of ​​existing highway subgrade. When it is the correlation influence coefficient between underground goaf and new highway subgrade, Indicates the length of the newly built highway subgrade parallel to the direction of the underground goaf. Indicates the total length of the newly built highway subgrade. Indicates the minimum spatial distance between the centroid of the underground goaf and the centerline of the new highway subgrade. Indicates the overlapping area between the projection of underground goaf and the projection of new highway subgrade. It represents the total projected area of ​​the newly built highway subgrade.

5. A new highway roadbed stability assessment method based on data analysis according to claim 1, characterized in that: The underground goaf modeling, new highway subgrade modeling and highway network modeling include: Obtain underground goaf data, new highway subgrade design data, and highway network data; Analyze the spatial structural relationship between the underground goaf and the ground surface based on the underground goaf data and construct an underground goaf model using 3D modeling technology; According to the new highway subgrade design data and highway network data, the relationship between the new highway subgrade and the existing highway is analyzed, and the new highway subgrade model and highway network model are constructed respectively using 3D modeling technology.

6. A method for evaluating the stability of a newly built highway subgrade based on data analysis according to claim 1, characterized in that: The new highway roadbed stability early warning includes: Obtaining a new highway roadbed stability coefficient and issuing a new highway roadbed stability warning when the new highway roadbed stability coefficient is less than a preset new highway roadbed stability threshold; When the new highway subgrade stability coefficient is greater than or equal to the preset new highway subgrade stability threshold, no new highway subgrade stability warning will be issued.

7. A new highway subgrade stability assessment system based on data analysis, used to implement a new highway subgrade stability assessment method based on data analysis as claimed in any one of claims 1 to 6, characterized in that: The system comprises: Data acquisition module, used to obtain underground goaf data of the target project area, new highway subgrade design data, and road network data of existing highways; The model building module is used to use 3D modeling technology to model underground goaf areas, new highway subgrades, and highway networks, and map them to the same spatial coordinate system for coordinate registration and spatial superposition to build a spatially coupled 3D model. The goaf assessment module is used to analyze the spatial structural correlation characteristics of underground goaf and existing roads based on a spatially coupled 3D model, and to assess the stability of underground goaf under the influence of existing roads; The roadbed assessment module is used to analyze the spatiotemporal impact of underground goafs on the roadbed of newly built highways based on the underground goaf stability assessment results combined with a spatially coupled 3D model, and to assess the stability of newly built highway roadbeds. The roadbed stability early warning module is used to provide early warning of the roadbed stability of newly built highways based on the roadbed stability assessment results; The assessment of underground goaf stability under the coupling influence of existing highways includes: Obtain underground goaf data and road network data of existing roads; The spatial relationship between underground goaf and existing roads is identified based on the spatial coupling three-dimensional model, and the spatial correlation influence coefficient between underground goaf and existing roads is calculated; The influence coefficient of traffic load on underground goaf is evaluated based on the spatial coupling 3D model and highway network data: ； In the formula represents the traffic load intensity of existing roads, represents the volume of underground goaf, Indicates the minimum spatial distance between the centroid of the underground goaf and the centerline of the existing highway. represents the thickness of the overlying rock layer, represents the shape coefficient of underground goaf, represents the load propagation damping coefficient, represents the normalized propagation path length from the existing highway subgrade to the roof of the underground goaf, represents the structural coupling amplification factor, Indicates the load transmission coefficient of the existing highway traffic load on the underground goaf; The product of the spatial correlation influence coefficient and the load propagation influence coefficient is used as the stability coefficient of the underground goaf under the coupling influence of the existing highway, which is used to evaluate the stability of the underground goaf under the coupling influence of the existing highway.

8. An electronic device comprising: A processor and a memory, wherein the memory stores a computer program that can be called by the processor; characterized in that the processor executes a new highway subgrade stability assessment method based on data analysis as described in any one of claims 1 to 6 by calling the computer program stored in the memory.

9. A computer-readable storage medium, characterized in that Instructions are stored, and when the instructions are run on a computer, the computer is caused to execute a new highway subgrade stability assessment method based on data analysis as described in any one of claims 1 to 6.

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